Vehicle

Abstract

The present application relates to a vehicle capable of reducing a shock during running. The vehicle is provided with: a motor that is a first drive source that drives a wheel, capable of switching between a plurality of modes in which either or both of the number of poles and the type of torque of a rotating rotor are different; a second drive source capable of driving the wheel in parallel with the motor; and a drive control section that makes a target drive force of the second drive source larger than a target drive force of the second drive source before mode switching during mode switching. Thus, a shock during running can be reduced.

Description

Technical Field

[0001] This invention relates to vehicles that include a motor as a drive source. Background Technology

[0002] Patent document 1 discloses a motor with a variable number of poles.

[0003] Existing technical documents

[0004] Patent documents

[0005] Patent Document 1: Japanese Patent Application Publication No. 2013-34317 Summary of the Invention

[0006] The problem that the invention aims to solve

[0007] In motors with variable pole numbers, a specified time is required from the start to the end of the pole number change. During this change, the motor's actual driving force decreases. When this motor is installed as a drive source in a vehicle, the vehicle's actual driving force may decrease during the pole number change. If the vehicle's actual driving force temporarily decreases, vibrations may occur during driving, potentially causing discomfort to the driver.

[0008] Therefore, the object of the present invention is to provide a vehicle capable of reducing vibrations during driving.

[0009] Technical solutions for solving the problem

[0010] To solve the above problems, the vehicle of the present invention includes: a motor, which is a first drive source for driving the wheels and is capable of switching between multiple modes in which one or both of the types of pole number and torque of the rotating rotor are different; a second drive source, which is capable of driving the wheels in parallel with the motor; and a drive control unit, which, during mode switching, makes the target driving force of the second drive source greater than the target driving force of the second drive source before the mode switching.

[0011] Alternatively, the drive control unit may make the total drive force of the target drive force of the motor and the target drive force of the second drive source equal to the requested drive force of the vehicle. During mode switching, regardless of the total drive force, the difference between the requested drive force and the actual drive force of the motor is set as the target drive force of the second drive source during mode switching.

[0012] Alternatively, the drive control unit may switch the motor to a different mode if the energy loss of the vehicle when it is assumed to be switching mode is less than the energy loss of the vehicle when it is assumed to be maintaining mode without switching mode, i.e., maintenance loss. If the switching loss is greater than or equal to the maintenance loss, the motor may maintain the current mode.

[0013] Invention Effects

[0014] According to the present invention, vibration during driving can be reduced. Attached Figure Description

[0015] Figure 1 This is a schematic diagram showing the structure of the vehicle according to this embodiment.

[0016] Figure 2 This is a cross-sectional view showing the structure of the motor.

[0017] Figures 3A-3C This diagram illustrates the motor's design. Figure 3A Indicates the first mode. Figure 3B Indicates the second mode. Figure 3C This indicates the third mode.

[0018] Figure 4 It is a graph showing the characteristics of torque relative to motor speed.

[0019] Figure 5 This is a diagram illustrating the driving force during motor mode switching.

[0020] Figure 6 This is a flowchart illustrating the pattern switching process.

[0021] Symbol Explanation

[0022] 1 vehicle

[0023] 10 motors

[0024] 12 engines

[0025] 14 wheels

[0026] 26 Drive Control Unit Detailed Implementation

[0027] Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. The dimensions, materials, and other specific values ​​shown in these embodiments are merely illustrative examples to facilitate understanding of the present invention and do not limit the invention unless specifically stated otherwise. Furthermore, in this specification and the accompanying drawings, elements having substantially the same function or structure are omitted from repeated description by using the same symbols; additionally, elements not directly related to the present invention are omitted from illustration.

[0028] Figure 1 This is a schematic diagram showing the structure of vehicle 1 according to this embodiment. Hereinafter, structures and processes related to this embodiment will be described in detail, while descriptions of structures and processes not related to this embodiment will be omitted.

[0029] Vehicle 1 includes: motor 10, engine 12, wheels 14, inverter 16, battery 18, transmission 20, navigation device 22, external environment recognition device 24, and drive control unit 26.

[0030] Vehicle 1 is a hybrid vehicle in which a motor 10 and an engine 12 are arranged in parallel. The motor 10 is the first drive source for driving the wheels 14, and the engine 12 is the second drive source for driving the wheels 14. Hereinafter, vehicle 1 will sometimes be referred to as "this vehicle".

[0031] Motor 10 will be described in detail later, but it has multiple modes that allow any one or two of the number of poles and the torque type of the rotating rotor to be different, and the modes can be switched.

[0032] Inverter 16 includes multiple bridged switching elements. Inverter 16 converts DC power from battery 18 into AC power to motor 10 by switching the switching elements on and off.

[0033] The rotating shaft of motor 10 is connected to wheel 14 via a continuously variable transmission (CVT) or similar transmission 20. Motor 10 consumes power supplied through inverter 16 to rotate the rotating shaft. The rotation of the rotating shaft of motor 10 drives wheel 14 via transmission 20.

[0034] Engine 12 is, for example, a reciprocating engine. The output shaft of engine 12 is connected to transmission 20. Engine 12 consumes fuel such as gasoline to rotate the output shaft. The rotation of the output shaft of engine 12 drives the wheels 14 via transmission 20.

[0035] The navigation device 22 can communicate with external devices to obtain map information and traffic information such as traffic rules. Furthermore, the navigation device 22 can use the Global Positioning System (GPS) to obtain the vehicle's current location. Additionally, the navigation device 22 has input / output functions such as a touch panel. For example, the driver can operate the touch panel to obtain the vehicle's destination. The navigation device 22 can derive the vehicle's driving route from its current location, destination, map information, and traffic information.

[0036] The external environment recognition device 24 acquires images captured by a camera positioned in front of the vehicle. Based on the acquired images, the external environment recognition device 24 can identify various objects such as vehicles ahead, roads, and traffic lights. Furthermore, the objects that can be identified by the external environment recognition device 24 are not limited to those illustrated.

[0037] The drive control unit 26 is composed of a semiconductor integrated circuit including a central processing unit (CPU), a ROM storing programs, and RAM serving as the working area. The drive control unit 26 primarily controls the drive of the wheels 14 by executing programs.

[0038] The drive control unit 26 outputs the requested drive force based on the accelerator opening. Based on the requested drive force, the drive control unit 26 outputs the target drive force of the motor 10 (motor target drive force) and the target drive force of the engine 12 (engine target drive force). The drive control unit 26 primarily outputs the motor target drive force and the engine target drive force to ensure that the total drive force, summed from the motor target drive force and the engine target drive force, equals the requested drive force required by the vehicle. The drive control unit 26 controls the motor 10 so that its drive force becomes the motor target drive force, and simultaneously controls the engine 12 so that its drive force becomes the engine target drive force.

[0039] In addition, when determining the ratio of the target driving force of the motor to the target driving force of the engine, the drive control unit 26 can also refer to various information such as the speed of the vehicle, the acceleration of the vehicle, the driving path derived by the navigation device 22, and the external environment information identified by the external environment recognition device 24.

[0040] Furthermore, the drive control unit 26 performs mode switching control of the motor 10 according to specified conditions. The drive control unit 26 will be described in detail later.

[0041] Figure 2 This is a cross-sectional view showing the structure of the motor 10. The motor 10 includes a stator 30, a rotor 32, and a rotating shaft 34. The stator 30 is formed in a cylindrical shape. Multiple slots 36 are formed on the inner surface of the stator 30. Each slot 36 houses a stator winding. When a three-phase alternating current flows into the stator winding, a rotating magnetic field that rotates circumferentially along the stator 30 is generated. Furthermore, Figure 2 The stator winding representation is omitted in the text.

[0042] The rotor 32 is formed into a cylindrical shape. The rotor 32 is housed in the stator 30 with its outer circumferential surface facing the inner surface of the stator 30. The rotating shaft 34 is coaxially connected to the rotor 32.

[0043] The rotor 32 includes a rotor core 40 and a magnet section (magnet section) 42. The rotor core 40 is the body of the rotor 32 formed from iron material into a cylindrical shape.

[0044] The magnet section 42 is formed of a magnetic material. Four magnet sections 42 are provided on the rotor 32, each having the same shape. For example, the magnet section 42 is formed by dividing a circular tube into eight parts circumferentially. The magnet sections 42 are embedded in the outer peripheral surface of the rotor core 40. The magnet sections 42 are evenly spaced circumferentially on the rotor core 40.

[0045] Furthermore, an example of setting four magnet sections 42 is given, but the number of magnet sections 42 is not limited to four. For example, there can be two or an even number of six or more.

[0046] In the rotor core 40, the portions of adjacent magnet portions 42 that do not have magnet portions 42 in the circumferential direction protrude radially relative to the portions of magnet portions 42 present. Hereinafter, this protruding portion is sometimes referred to as the pole break portion 44.

[0047] In the motor 10, the magnet section 42 is magnetized, thus imparting magnetism to the magnet section 42 and enabling it to function as a magnet. For example, the magnet section 42 can be magnetized by flowing an excitation current more than twice the normal value that generates a rotating magnetic field into the stator winding.

[0048] Furthermore, in the motor 10, the magnetism of the magnet section 42 can be removed by demagnetizing it. For example, the magnet section 42 can be demagnetized by flowing an excitation current that is out of phase with the excitation current corresponding to the current magnetic pole into the stator winding.

[0049] Furthermore, in the motor 10, the magnetic poles of the magnet section 42 can be reversed. For example, by flowing an excitation current to the stator winding that is out of phase with the current corresponding to the current magnetic pole, generating an excitation current more than twice the normal value of the rotating magnetic field, the magnetic poles of the magnet section 42 can be reversed.

[0050] Furthermore, the magnetized magnet section 42 retains its magnetism like a permanent magnet until it is demagnetized or its magnetic poles are reversed. Conversely, the demagnetized magnet section 42 remains in a demagnetized state until it is magnetized again.

[0051] Figure 3A -C is a diagram illustrating the modes of motor 10. Motor 10 has a total of three modes: a first mode, a second mode, and a third mode. Figure 3A Indicates the first mode. Figure 3B Indicates the second mode. Figure 3C This indicates the third mode. Motor 10 can switch between these modes.

[0052] like Figure 3A As shown, the first mode is a mode in which all magnet sections 42 function as magnets of the same type (e.g., N pole). For example, the first mode can be achieved by magnetizing all four magnet sections 42 to the same magnetic pole.

[0053] In the first mode, the pole break 44 between adjacent magnet sections 42 in the circumferential direction functions as a magnet with a pole opposite to the magnetic pole of the magnet section 42 (e.g., an S pole). Therefore, the rotor 32 has 8 poles. In the first mode, there are 8-pole magnets on the surface opposite to the rotating magnetic field, so the torque that rotates the rotor 32 of the motor 10 is mainly an 8-pole magnetic torque. That is, when the motor 10 with 4 magnet sections 42 is driven in the first mode, it functions as an 8-pole permanent magnet motor.

[0054] like Figure 3B As shown, the second mode is a mode in which each magnet section 42 along the circumferential direction functions as a magnet with alternating reversed magnetic poles. For example, one of the four magnet sections 42 can be magnetized as the N pole, the magnet section 42 circumferentially adjacent to the N pole magnet section 42 can be magnetized as the S pole, and the magnet section 42 opposite to the N pole magnet section 42 can be magnetized as the N pole, thereby enabling the second mode.

[0055] In the second mode, the pole break 44 between adjacent magnet sections 42 in the circumferential direction does not function as a magnet. Therefore, the rotor 32 has 4 poles. In the second mode, there are 4-pole magnets on the surface opposite to the rotating magnetic field, so the torque that rotates the rotor 32 of the motor 10 is mainly a 4-pole magnetic torque. That is, when the motor 10 with 4 magnet sections 42 is driven in the second mode, it functions as a 4-pole permanent magnet motor.

[0056] Furthermore, in the second mode, the number of poles of rotor 32 is half that of the first mode, therefore, the number of coils in stator 30 that generate the rotating magnetic field is also half that of the first mode. Thus, for example, when switching from the first mode to the second mode, the connection state of the stator windings is also switched so that the number of coils becomes half that of the first mode.

[0057] like Figure 3C As shown, the third mode is a mode in which all magnet sections 42 do not function as magnets. For example, the third mode can be achieved by demagnetizing all four magnet sections 42.

[0058] In the third mode, there is essentially no magnet on the surface opposite the rotating magnetic field. Therefore, no magnetic torque is generated in the third mode.

[0059] However, in the third mode, the four protruding poles 44 in the rotor 32 function as part of the magnetic circuit. For example, when the magnetic poles of the rotating magnetic field are set to four poles, the four protruding poles 44 of the rotor 32 are attracted by the rotating magnetic field and rotate. Thus, the torque that rotates the rotor 32 of the motor 10 is mainly the reluctance torque of four poles. That is, when the motor 10 with four magnet parts 42 is driven in the third mode, it functions as a four-pole reluctance motor.

[0060] Furthermore, in the third mode, the sudden pole portion 44 that generates reluctance torque has four poles. Therefore, the number of coils in the stator 30 that generate the rotating magnetic field can also be the same as the number of coils in the second mode. Thus, when switching from the second mode to the third mode, the connection state of the stator windings in the second mode can be maintained.

[0061] Figure 4 This is a graph showing the characteristic of torque relative to the speed of motor 10. For example... Figure 4 As shown, the motor 10 switches modes according to the rotational speed. Specifically, the motor 10 operates in a first mode when the rotational speed is in the low-speed range, a second mode when the rotational speed is in the medium-speed range, and a third mode when the rotational speed is in the high-speed range.

[0062] As mentioned above, in the first mode, rotor 32 mainly rotates with an 8-polarity magnetic torque, therefore, the maximum torque value is high in the low-speed region. However, in the first mode, the torque decreases more as the speed increases.

[0063] On the other hand, in the second mode, rotor 32 rotates primarily with a magnetic torque of 4 poles; therefore, the maximum torque value in the low-speed region is lower than in the first mode. However, in the second mode, the reduction in torque when the speed increases is less than in the first mode.

[0064] Therefore, in motor 10, the low-speed region where the torque of the first mode is higher than that of the second mode is designated as the first mode, and the medium-speed region where the torque of the second mode is higher than that of the first mode is designated as the second mode.

[0065] Furthermore, in the third mode, rotor 32 rotates primarily with a 4-pole reluctance torque; therefore, the maximum torque value below the medium speed range is lower than in the second mode. However, in the third mode, the torque reduction at increasing speed is less than in the second mode.

[0066] Therefore, in motor 10, the medium-speed region where the torque of the second mode is higher than that of the third mode is designated as the second mode, and the high-speed region where the torque of the third mode is higher than that of the second mode is designated as the third mode.

[0067] In this way, the motor 10 can switch between a first mode, a second mode, and a third mode, which differ in either or both of the number of poles and the type of torque, depending on the rotational speed. Thus, the motor 10 can increase torque across a wide range from low speed to high speed.

[0068] Figure 5 This is a diagram illustrating the driving force of motor 10 during mode switching. Figure 5In the example, before time T1, motor 10 is in mode 1, and after time T1, at time T2, motor 10 switches to mode 2. That is, the time between time T1 and time T2 is a mode switching process.

[0069] Before time T1, as the requested driving force gradually increases, the target driving force of the motor also gradually increases. As a result, the rotational speed of motor 10 gradually increases. At time T1, the rotational speed of motor 10 exceeds the limit speed of the first mode and the second mode (the first limit speed).

[0070] By causing the speed of the motor 10 to exceed a first limit speed, the drive control unit 26 causes the inverter 16 to operate by flowing an excitation current that reverses the magnetic poles of a portion of the magnet section 42 to the motor 10. Additionally, the drive control unit 26 causes the motor 10 to switch the connection of its stator windings.

[0071] A predetermined time (e.g., several seconds) is required until the magnetic poles of the magnet section 42 are completely reversed and can begin operation in the second mode. Additionally, for example, by increasing the excitation current, the torque current decreases, and by switching the stator winding connections, the actual driving force of the motor 10 is temporarily reduced during mode switching. Therefore, as... Figure 5 As shown by the dotted line, during mode switching, the actual driving force of vehicle 1 is reduced relative to the requested driving force. This results in vibrations during vehicle 1's operation, which may cause discomfort to the driver.

[0072] Therefore, the drive control unit 26 makes the engine target driving force greater than the engine target driving force before the mode switch. Specifically, the drive control unit 26 sets the difference between the requested driving force and the actual driving force of the motor 10 as the engine target driving force during the mode switch.

[0073] For example, the drive control unit 26 stores in advance predicted values ​​of the actual drive force of the motor 10 during mode switching, in association with the target drive force of the motor and the limit speed for mode switching. Furthermore, the drive control unit 26 also derives the target drive force of the motor based on the requested drive force during mode switching.

[0074] When a mode switch occurs, the drive control unit 26 predicts the actual driving force of the motor 10 during the mode switch based on the target driving force of the motor. Then, during the mode switch, the drive control unit 26 sets the difference between the requested driving force of the vehicle 1 and the actual driving force of the motor 10 as the target driving force of the engine during the mode switch. Based on the target driving force of the engine, the actual driving force of the engine 12 increases during the mode switch, thereby compensating for the decrease in the actual driving force of the motor 10 with the actual driving force of the engine 12.

[0075] Therefore, in vehicle 1, during mode switching, it is possible to suppress the decrease in the actual driving force of vehicle 1 relative to the requested driving force, suppress vibration during driving, and prevent giving the driver a sense of discomfort.

[0076] When the mode switch is completed at time T2, the drive control unit 26 ends the prediction of the actual driving force of the motor 10, the derivation of the target driving force of the engine, and returns from the control based on the actual driving force of the motor 10 to the same control as before the mode switch.

[0077] However, various energy losses occur when switching the mode of motor 10. Examples of these energy losses include, for instance, the power consumed by the excitation current used for magnetization, demagnetization, and pole reversal of the magnet section 42; the power consumed by the switch that changes the connection of the stator windings; the fuel consumed due to the increase in the actual driving force of the engine 12; and the oil pressure loss in the transmission 20 due to the increase in the actual driving force of the engine 12. Furthermore, the energy losses are not limited to those listed.

[0078] For example, when the speed of motor 10 stagnates near the first limit speed, mode switching sometimes occurs frequently. In this case, the aforementioned energy loss occurs with each mode switch, thus resulting in increased energy loss.

[0079] Therefore, the drive control unit 26 estimates the future required driving force from the present until the target specified time (before the specified time). For example, the drive control unit 26 obtains the driving route from the navigation device 22, and obtains the light colors of traffic lights, the presence of traffic congestion, and the road gradient from the external environment recognition device 24. The drive control unit 26 integrates this various information to estimate the future required driving force. In addition, the target specified time is, for example, 10 seconds, but is not limited to this example.

[0080] Then, based on the predicted future driving force, the drive control unit 26 derives the total energy loss (cumulative value) predicted to occur from the present to the target specified time. The drive control unit 26 derives the total energy loss for both the case where the mode is maintained without switching and the case where the mode is switched shortly after the present.

[0081] In the future, the total amount of energy loss over a predetermined period of time when the mode is assumed to be maintained is sometimes referred to as maintenance loss. Additionally, the total amount of energy loss over a predetermined period of time when the mode is assumed to be switched shortly after the present is sometimes referred to as switching loss. Furthermore, when deriving switching loss, the drive control unit 26 includes the energy loss generated when switching the aforementioned modes (e.g., losses due to magnetization, etc.).

[0082] The drive control unit 26 switches modes when the switching loss is less than the maintenance loss, and maintains the mode without switching when the switching loss is greater than or equal to the maintenance loss.

[0083] Therefore, in vehicle 1, even if the speed of motor 10 exceeds the first limit speed, if the switching loss is greater than the maintenance loss, the current mode will not be switched and the current mode will be maintained. Thus, even if the speed of motor 10 stagnates near the first limit speed, ineffective and frequent mode switching can be prevented, and energy loss of the vehicle can be suppressed.

[0084] Figure 6 This is a flowchart illustrating the mode switching process. The drive control unit 26 repeats the process for each interruption that occurs during each specified control cycle. Figure 6 A series of processes. In addition, the drive control unit 26 is not limited to the manner in which it operates for each specified interruption time. For example, it can operate when a change in drive force is requested, or when the speed of the motor 10 is near the first limit speed.

[0085] First, the drive control unit 26 estimates the requested drive force from the present until the target specified time in the future (S100). For example, the drive control unit 26 estimates the requested drive force by combining the driving path obtained from the navigation device 22 and various external environment information obtained from the external environment recognition device 24.

[0086] Next, the drive control unit 26 determines whether the current mode of the motor 10 is the first mode (S110). If the current mode of the motor 10 is the first mode (yes in S110), the drive control unit 26 calculates the maintenance loss (S120) and the switching loss (S130). The switching loss here is equivalent to the case of switching to the second mode.

[0087] Next, the drive control unit 26 determines whether the switching loss is less than the maintenance loss (S140).

[0088] If the switching loss is less than the maintenance loss (as in S140), the drive control unit 26 switches the mode of the motor 10 to the second mode (S150) and ends the series of processes.

[0089] If the switching loss is greater than the maintenance loss (No in S140), the drive control unit 26 keeps the motor 10 in the current first mode (S160) and ends a series of processes.

[0090] Furthermore, if the current mode of motor 10 is not the first mode (No in S110), the drive control unit 26 determines whether the current mode of motor 10 is the second mode (S170). If the current mode of motor 10 is the second mode (Yes in S170), the drive control unit 26 calculates the maintenance loss (S180) and the switching loss (S190). The switching loss here is equivalent to the case of switching to the first mode.

[0091] Next, the drive control unit 26 determines whether the switching loss is less than the maintenance loss (S200).

[0092] If the switching loss is less than the maintenance loss (as in S200), the drive control unit 26 switches the mode of the motor 10 to the first mode (S210) and ends the series of processes.

[0093] If the switching loss is greater than or equal to the maintenance loss (No in S200), the drive control unit 26 derives the switching loss (S220). The switching loss here is equivalent to the case of switching to the third mode.

[0094] Next, the drive control unit 26 determines whether the switching loss is less than the maintenance loss (S230).

[0095] If the switching loss is less than the maintenance loss (as in S230), the drive control unit 26 switches the mode of the motor 10 to the third mode (S240) and ends the series of processes.

[0096] If the switching loss is greater than the maintenance loss (No in S230), the drive control unit 26 keeps the motor 10 in the current second mode (S250) and ends a series of processes.

[0097] Furthermore, if the current mode of motor 10 is not the second mode (No in S170), drive control unit 26 derives maintenance loss (S260) and switching loss (S270). The switching loss here is equivalent to the case of switching to the second mode.

[0098] Next, the drive control unit 26 determines whether the switching loss is less than the maintenance loss (S280).

[0099] If the switching loss is less than the maintenance loss (as in S280), the drive control unit 26 switches the mode of the motor 10 to the second mode (S290) and ends the series of processes.

[0100] If the switching loss is greater than the maintenance loss (No in S280), the drive control unit 26 keeps the motor 10 in the current third mode (S300) and ends a series of processes.

[0101] As described above, the vehicle 1 of this embodiment includes a motor 10 capable of switching between multiple modes that differ in one or both of the number of poles and the torque type of the rotating rotor. Furthermore, the drive control unit 26 of the vehicle 1 of this embodiment ensures that the target driving force of the second drive source (e.g., engine 12) is greater than the target driving force of the second drive source before the mode switch during motor 10 mode switching. Therefore, in the vehicle 1 of this embodiment, even if the actual driving force of the motor 10 decreases during motor 10 mode switching, the decrease in the actual driving force of the vehicle can be suppressed.

[0102] Therefore, the vehicle 1 according to this embodiment can reduce vibration during driving.

[0103] Furthermore, in this embodiment, the drive control unit 26 of vehicle 1 ensures that the total drive force of the motor target drive force and the engine target drive force is equal to the requested drive force. During mode switching, regardless of the total drive force, the difference between the requested drive force and the actual drive force of the motor is set as the engine target drive force during mode switching. Therefore, in this embodiment of vehicle 1, the actual drive force of the vehicle can be set according to the requested drive force.

[0104] Furthermore, in this embodiment, the drive control unit 26 of vehicle 1 switches the motor mode when the energy loss of the vehicle in the switching mode (i.e., the switching loss) is less than the energy loss of the vehicle in the non-switching mode (i.e., the maintenance loss). When the switching loss is greater than or equal to the maintenance loss, the motor maintains the current mode. Therefore, in this embodiment of vehicle 1, even if the variable pole motor 10 is used as the drive source, the energy consumption of the vehicle can be suppressed.

[0105] Furthermore, for example, after switching from the first mode to the second mode, the rotational speed of the motor 10 decreases. When returning from the second mode to the first mode, there is also energy loss during the return process. Therefore, the second mode is maintained until the switching loss is less than the maintenance loss. In other words, in the vehicle 1 of this embodiment, the presence or absence of mode switching relative to the rotational speed of the motor 10 is related to natural phenomena and hysteresis. Therefore, in the vehicle 1 of this embodiment, inefficient and frequent mode switching can be avoided.

[0106] The embodiments of the present invention have been described above with reference to the accompanying drawings, but it should be understood that the present invention is not limited to these embodiments. It will be apparent to those skilled in the art that various modifications or variations will arise within the scope described in the claims, and these modifications and variations should also fall within the technical scope of the present invention.

[0107] For example, in the above embodiment, an engine 12 is provided as the second drive source. However, the second drive source is not limited to the engine 12. For example, a motor different from the first drive source may also be provided as the second drive source in the vehicle 1.

[0108] Industrial availability

[0109] This invention can be used in vehicles that include a motor as a drive source.

Claims

1. A vehicle comprising: a motor that is a first drive source that drives a wheel, in a rotor, a plurality of magnet portions that are imparted with magnetism by flowing a prescribed exciting current to a stator winding are provided at prescribed intervals in the circumferential direction along an outer peripheral surface, poles of the magnet portions that are imparted with magnetism by flowing a first exciting current to the stator winding are reversed by flowing a second exciting current that is opposite in phase to the first exciting current to the stator winding at a prescribed magnitude; a second drive source that is different from the first drive source and is capable of driving the wheel in parallel with the motor; and a drive control portion that, in a drive of the wheel by the motor, when switching from a first mode in which poles of all the magnet portions are made the same and have a first number of poles to a second mode in which poles of the magnet portions are alternately reversed in the circumferential direction and have a second number of poles is started, makes a target drive force of the second drive source greater than a target drive force of the second drive source before the switching until a prescribed time in which poles of the magnet portions are completely reversed and the second mode can start operating.

2. The vehicle according to claim 1, wherein the drive control portion makes a total drive force of a target drive force of the motor and a target drive force of the second drive source equal to a requested drive force requested by a host vehicle, in the switching, regardless of the total drive force, a differential drive force of the requested drive force and an actual drive force of the motor is set as the target drive force of the second drive source in the switching.

3. The vehicle according to claim 1 or 2, wherein the drive control portion makes the motor switch the number of poles of the motor in a case where an energy loss of the host vehicle when the number of poles of the motor is switched, that is, a switching loss is less than an energy loss of the host vehicle when the number of poles of the motor is not switched, that is, a maintenance loss, and makes the motor maintain the current number of poles of the motor in a case where the switching loss is equal to or greater than the maintenance loss. ​

Images