JP2001128307A - Generator motor equipment for hybrid motor car - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide generator motor equipment for a hybrid motor car which can miniaturize a circuit device. SOLUTION: In a hybrid motor car, a field coil type synchronous machine (generator motor) 3, which generates power by being driven with an engine and supplies, as a motor torque to the engine and a wheel driving shaft, is motor-operated. When a motor operation command is inputted, an armature current is controlled in a range where a magnetic flux which is formed by an armature current of the synchronous machine 3 and is interlinked with the field coil of the synchronous machine 3 is smaller than a magnetic flux, which is formed by a field current of the synchronous machine 3, before the armature current is increased and is interlinked with the field coil of the synchronous machine 3. Thereby, when the armature current is increased in order to motoroperate the generator motor 3, generation of a high voltage exceeding a battery voltage is prevented in the field coil, so that adverse effects are not exerted on the battery, and a smoothing capacitor can be miniaturized.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a generator motor for a hybrid vehicle.

[0002]

2. Description of the Related Art In a hybrid vehicle, a generator driven by an engine generates electric power, and the generated electric power is converted into driving power by a driving motor and transmitted to a wheel drive shaft. Also,
It is known to operate this generator as an electric motor in order to drive (so-called torque assist) a wheel drive shaft that is coupled to receive and transmit torque, or to start an engine. Hereinafter, for simplicity, the generator of the hybrid vehicle that performs the torque assist and the engine start is hereinafter referred to as a generator motor.

[0003] As the generator motor, a field coil type synchronous machine is generally used which can secure torque during electric operation by field current control and can suppress excessive rise in generated voltage during power generation operation.

[0004]

However, in the field coil type synchronous machine used as the generator motor of the hybrid vehicle, a generated voltage is generated in the field coil by a magnetic field generated by the armature current during the electric operation. An abnormally high voltage is generated in the field coil circuit connecting the coil and the battery, and this has an adverse effect on the battery and requires an increase in the withstand voltage of the field coil circuit.

[0005] More specifically, in order to start the electric operation,
When a voltage is applied to each of the field coil and the armature coil of this generator motor, the inductance of the field coil is much larger than that of the armature coil. As a result, there is a problem that a current in the battery charging direction is generated in the field coil by electromagnetic induction during a change (increase) period of the armature current.

Therefore, if a high voltage is generated in the field coil during the armature current change period, the high voltage is applied to the battery through the field coil circuit and deteriorates the battery performance. There is a problem that the capacity of the capacitor must be increased, and the physical size of the circuit device increases.

SUMMARY OF THE INVENTION The present invention has been made in view of the above problems, and has as its object to provide a generator motor for a hybrid vehicle in which a circuit device can be downsized.

[0008]

According to a first aspect of the present invention, there is provided an electric vehicle running motor device according to the present invention, which is driven by an engine in a hybrid vehicle to generate electric power and to supply a torque to an engine or a wheel drive shaft as an electric motor. When the type synchronous machine (generator motor) is operated electrically, the magnetic flux formed by the armature current of the field coil type synchronous machine and interlinking with the field coil of the field coil type synchronous machine increases the armature current. The armature current when the electric operation command is input is within a range smaller than the magnetic flux formed by the field current of the previous field coil type synchronous machine and interlinking with the field coil of the field coil type synchronous machine. Control.

With this configuration, when the armature current is increased to electrically operate the generator motor, a high voltage exceeding the battery voltage is not generated in the field coil, and the battery is smoothened without adversely affecting the battery. The size of the capacitor can be reduced.

According to a second aspect of the present invention, in the generator motor device for a hybrid vehicle according to the first aspect of the present invention, the engine is further provided at the time of a temporary stop at an intersection or the like during an eco-run (economic running) for reducing fuel consumption at the time of traveling. Is automatically stopped in the predetermined condition range.

With this configuration, when the engine is started again, the field current is sufficiently supplied from the battery to the field coil even if the armature current is immediately supplied, so that the field current is reversed. There is no backflow of current from the field coil to the battery. Therefore, the size of the smoothing capacitor can be reduced and the withstand voltage of the field coil circuit can be reduced without adversely affecting the battery performance.

Further, the large armature current can be supplied immediately after the input of the electric operation command, and the response of the engine starting operation can be improved. Further, even when the generator motor performs the torque assist operation, the response of the torque assist can be improved, and the driving feeling can be improved.

According to a third aspect of the present invention, in the generator motor device for a hybrid vehicle according to the second aspect, the field current is supplied for a predetermined time after the engine is automatically stopped. By doing so, it is possible to suppress an increase in power consumption due to the application of the field current when the vehicle is stopped for a long period of time.

According to a fourth aspect of the present invention, in the generator-motor device for a hybrid vehicle according to the first aspect, the increase of the armature current is further limited at the time of starting the engine and not at the time of torque assist.

With this configuration, when the engine is started, the battery is prevented from being charged with a large voltage by the above-described limitation of the armature current, thereby preventing the performance from deteriorating. When the torque is assisted, the increase in the armature current is stopped. Torque assist with excellent responsiveness.

According to a fifth aspect of the present invention, in the generator motor device for a hybrid vehicle according to the first aspect, when an electric operation command is input when the field current is small, the field current reaches a predetermined level. Until later, or after waiting for a predetermined time, the supply of the armature current or its increase is delayed.

With this configuration, the effect described in claim 1 can be realized with simple control.

According to a sixth aspect of the present invention, in the generator motor device for a hybrid vehicle according to the first aspect, when the electric operation command is input when the field current is small, the electric motor is controlled within a range in which the field current is not reversed. Increase the daughter current gradually.

By doing so, the rate of change of the armature current is reduced, so that the induced voltage to the field coil is reduced,
The effect described in claim 1 can be realized with simple control.

According to a seventh aspect of the present invention, in the generator motor device for a hybrid vehicle according to the first aspect, when an electric operation command is input when the field current is small, the field current is gradually reduced within a range where the field current is not reversed. Change the phase angle to.

According to the above configuration, the simple control can be used.
The described effect can be realized with simple control.

According to an eighth aspect of the present invention, in the generator motor device for a hybrid vehicle according to any one of the fifth to seventh aspects, the field current is further supplied to the field coil type synchronous machine for a predetermined time after the automatic stop of the engine. After the passage of the predetermined time, the passage of the field current is stopped, and thereafter, the armature current control according to any one of claims 5 to 7 is performed. Preferably, the armature current control according to any one of claims 5 to 7 is performed only at the time of starting the engine or at the time of gentle torque assist.

In this way, it is possible to reduce the capacity and the withstand voltage of the smoothing capacitor, prevent the torque assist response from deteriorating, and suppress the increase in power consumption.

[0024]

BEST MODE FOR CARRYING OUT THE INVENTION Preferred embodiments of a generator motor for a hybrid vehicle according to the present invention will be specifically described with reference to the following examples.

[0025]

FIG. 1 is a block diagram of a generator motor device for a hybrid vehicle according to this embodiment. (Configuration) 1 is an engine, 2 is a crankshaft of the engine 1,
3 is a first generator motor, 4 is a second generator motor, 5 is a restraining mechanism, 6 is a smoothing capacitor, 7 is a wheel drive shaft, 8 is a battery, 9 and 10 are inverters, 11 is a field current control circuit,
12 is a controller.

The first generator motor (generator motor in the present invention) 3 is a facing two-rotor type rotating electric machine, and has a pair of rotors 31 and 32 that can rotate relative to each other. , The rotor 32 is the second generator motor 4
Are directly connected to the rotor 41. A field coil is wound around one of the rotors 31 and 32 (the rotor 31 in this embodiment), and an armature coil is wound around the rotor 32.

The second generator motor 4 is an ordinary rotor-stator type rotating electric machine having a stator 42 facing the rotor 41 so as to be rotatable relative to the rotor 41. In this embodiment, a brushless DC motor is employed. The rotor 41 has a restraining mechanism 5,
The clutch 6 is connected to the wheel drive shaft 7.

The restraining mechanism 5 receives an engine start reaction torque when the engine is started in the shift position N or P when the vehicle is stopped. In this embodiment, the rotors 32 and 41, the wheel drive shaft 7, the housing (not shown), A one-way clutch provided between the rotors 32 and 41 in the vehicle retreating direction when the engine is started.
Alternatively, the rotation of the wheel drive shaft 7 is prevented. In the shift positions D and L while the vehicle is running, the anti-torque applied to the rotors 32 and 41 and the wheel drive shaft 7 when the engine is started is supported through the ground resistance of the wheels.

The inverter 9 is a quadrature conversion circuit for controlling the transfer of electric power between the armature coil of the first generator motor 3 and the battery 8, and is composed of a well-known three-phase inverter circuit.

The inverter 10 is an orthogonal transformation circuit for controlling power transfer between the armature coil of the stator 42 of the second generator motor 4 and the battery 8, and is composed of a well-known three-phase inverter circuit. Note that these three-phase inverter circuits use IGBTs as switching elements, and a total of six IGBTs are used.
A flywheel diode is used in antiparallel with the BT.

The smoothing capacitor 6 has a high voltage (200 to 40).
0V) and is connected in parallel with the battery 8 to suppress a change in the charge / discharge current of the battery. Actually, the smoothing capacitor 6 is connected in parallel with the high and low DC input terminals of the inverters 9 and 10.

As shown in FIG. 2, the field current control circuit 11 includes a switching transistor 1 supplied from a battery 8 through a field coil 311 wound around a rotor 31.
11 and a flywheel diode 112 connected in antiparallel with the field coil 311.

The controller 12 includes the rotors 31 and 32
Is a control device with a built-in microcomputer for controlling both the generator motors 3 and 4 by controlling the inverters 9 and 10 based on these rotation angles, and also controls the engine 1.

Note that this generator-motor device for a hybrid vehicle is an example of the configuration of the present invention, and it is of course possible to change the configuration to a known hybrid vehicle configuration within the scope of realizing the features of the present invention. (Explanation of the driving mode) Engine start when the vehicle stops When the vehicle stops, the restraining mechanism 5 prevents the reverse rotation of the rotors 32 and 41 and the wheel drive shaft 7, so that the first generator motor 3
The field generator coil 311 and the armature coil of the rotor 32 are energized to start the first generator motor 3 and start the engine 1.

When the vehicle is running, even if the restraining mechanism 5 does not prevent the rotors 32, 41 and the wheel drive shaft 7 from rotating in reverse, the rotors 32, 4
1 and the wheel drive shaft 7 do not rotate in reverse, so that the field coil 311 of the first generator motor 3 and the armature coil of the rotor 32 are energized to start the first generator motor 3 and start the engine 1. .

Engine rotation traveling In engine rotation traveling, part of the engine power is
2 is transmitted to the wheel drive shaft 7, and the other part is converted into generated power by the armature coil of the first generator motor 3, and the generated power is converted into DC power through the inverter 9,
Further, the power is converted into AC power through the inverter 10, converted into power by the second generator motor 4, and transmitted to the wheel drive shaft 7. Engine Stop Travel (Eco-Run) In the engine stop travel, the electric power of the battery 8 is transmitted to the second generator motor 4 through the inverter 10, and the second generator motor 4 converts this electric power into motive power and transmits it to the wheel drive shaft 7. In addition,
If the mechanism for restraining the crankshaft 2 is additionally provided, it is possible to drive the wheel drive shaft 7 by the first generator motor 3 when the engine is stopped.

Regenerative braking In regenerative braking, the generator motor 3 or 4 or both are operated to generate power. When the generator motor 3 is used for regenerative braking, the counter torque received by the engine 1 causes no problem because the engine 1 rotates in the positive torque direction. However, as long as the rotation of the engine 1 is not restricted, the regenerative braking torque of the generator motor 3 is not affected. Can not be large.

When the accelerator pedal is depressed by a large amount, electric power is supplied from the battery 8 to each of the armature coils of the generator motors 3 and 4, and the motors are electrically operated to obtain a large wheel driving torque. (Example of Control Operation) An example of control operation of the generator motor device for a hybrid vehicle of this embodiment, which is controlled by the controller 12, will be described with reference to a flowchart shown in FIG.

First, it is checked whether or not a start command for the engine 1 is input from outside the controller 12 (S10).
0), if it is input, the process proceeds to S104, where a start control subroutine of the engine 1 is executed.

In S100, if there is no input of an engine start command from the outside, the process proceeds to S102, in which it is determined whether or not the input conditions omitted in the description are in a pre-stored range in which the engine can be started. It is determined that the engine automatic start condition is satisfied, and a start control subroutine of the engine 1 is executed in S104.

If it is determined in S102 that the conditions for automatically starting the engine are not satisfied, the process proceeds to S106 and the controller 1
It is checked whether or not a start command for the engine 1 has been input from the outside of the engine 2 (S100). If the command has been input, the process proceeds to S104 to execute a start control subroutine for the engine 1.

In the next step S106, it is checked whether or not a stop command for the engine 1 has been inputted from outside the controller 12). If it has been inputted, the flow proceeds to S110 to execute a start control subroutine for the engine 1.

In S106, if there is no input of the engine stop command from the outside, the process proceeds to S108, in which it is determined whether or not the input condition omitted in the description is within a pre-stored range in which the engine can be stopped. It is determined that the engine automatic stop condition is satisfied, and a stop control subroutine of the engine 1 is executed in S110.

Next, the operation control of both the generator motors 3 and 4 is executed (S112), the operation control of the engine 1 is executed (S114), and the process returns to S100. (Engine Stop Control) FIG. 4 shows an example of the engine stop control in S110.

First, in step S1101, an engine stop command is issued to an engine control controller (ECU) to stop the armature current of the first generator motor 3, and thereafter, after waiting for a predetermined time (here, three minutes), the first The field current of the generator motor 3 is stopped (S1103).

Thus, when an engine start command or a torque assist command is input during standby while the field current is being supplied, the large electric motor is immediately generated without generating a high voltage in the field coil 311 of the first generator motor 3. A child current can flow, and a decrease in operation response can be prevented.

Note that the process of S1103 may be executed only when the engine stop of S1101 is an automatic stop due to satisfaction of the condition of S108. In this case, a short time after the engine is stopped, In the case of a manual stop in which the probability of restarting the engine is small, the extension of the field current supply is not performed, so that an increase in power consumption can be suppressed.

Also, S1103 at the time of automatic stop of S108
May be set longer than the field current extension time in S1103 at the time of manual stop in S106. (Engine Start Control 1) FIG. 5 shows an example of the engine start control in S104.

First, in S1041, energization of the first generator motor 3 to the field current If is started for a predetermined time (for example,
After waiting for 3 seconds (S1042), the armature current supply to the first generator motor 3 is started (S1043).

Thus, after the field current flowing through the field coil 311 of the first generator motor 3 becomes sufficiently large (after sufficient magnetic energy is accumulated in the field coil 311), the armature Since the current flows, it is possible to prevent a high voltage from being induced in the field coil 311 of the first generator motor 3 by the armature current. FIG. 8 shows changes in the armature current and the field current in this control. (Engine Start Control 2) Another example of the engine start control in S104 is shown in FIG.

This engine start control is performed in step S104 of FIG.
Instead of the armature current conduction delay shown in FIG. 2, the armature current is increased at a predetermined rate in S1044. In the present embodiment, the rate of increase of the armature current is a level at which the induced voltage generated in the field coil 311 does not generate a generated current (the battery is charged) or a level smaller than a predetermined higher value. And

In this way, a large induced voltage is not applied from the field coil 311 to the battery 8 or the smoothing capacitor 6, so that the battery 8 is prevented from deteriorating, the breakdown voltage of the smoothing capacitor is reduced, and the capacity is reduced. be able to.

Instead of increasing the armature current at a predetermined increasing rate in S1044, the armature current is increased in a shorter time, and the phase angle of the armature current (between the field coil) is reduced. The same operation and effect can be obtained even when the electric torque is gradually changed in the increasing direction. FIG. 9 shows changes in the armature current and the field current in this control. (Torque assist control) The torque assist during running by the first generator motor 3 in the operation control of the generator motors 3 and 4 in S112 will be described with reference to FIG.

First, in S200, it is checked whether or not the field current If of the first generator motor 3 is smaller than a predetermined threshold Ifth. If it is larger, the process returns to the main routine shown in FIG. If smaller, the field coil 3 of the first generator motor 3
11 is the duty 1 of the switching transistor 111
The energization is started at 00% (S202), and thereafter, the armature current of the first generator motor 3 is gradually increased at a predetermined rate or less.

In this manner, the same operation and effect as the above-described engine start control 2 can be obtained even during torque assist. (Modification) The above-described delay in energization of the armature current and limitation of the increase rate may be performed at the time of starting the engine, and may not be performed at the time of torque assist. In this way, when the engine is started, the battery is prevented from being charged by a large voltage due to the above-described increase in the armature current, thereby suppressing the performance deterioration. At the time of torque assist, the increase in the armature current is stopped, and the response is improved. Excellent torque assist can be performed.

[Brief description of the drawings]

FIG. 1 is a block diagram showing a generator motor device for a hybrid vehicle according to a first embodiment.

FIG. 2 is a circuit diagram showing an example of a field current control circuit 11 shown in FIG.

FIG. 3 is a flowchart showing a control operation of a controller shown in FIG.

FIG. 4 is a flowchart illustrating an example of S110 illustrated in FIG. 3;

FIG. 5 is a flowchart illustrating an example of S104 illustrated in FIG. 3;

FIG. 6 is a flowchart illustrating an example of S104 illustrated in FIG. 3;

FIG. 7 is a flowchart showing an example of a torque assist control in the control shown in FIG. 1;

FIG. 8 is a timing chart showing changes in an armature current and a field current under the control of FIG. 4;

FIG. 9 is a timing chart showing changes in an armature current and a field current under the control of FIG. 5;

[Explanation of symbols]

1 is an engine, 3 is a first generator motor (field coil type synchronous machine), 6 is a smoothing capacitor, 7 is a wheel drive shaft, 8 is a battery, 9 is an inverter (AC / DC conversion circuit), and 11 is a field current control circuit. , 12 are controllers.

Claims (8)

[Claims] A smoothing capacitor connected in parallel with a battery; a field coil type synchronous machine which is connected to an engine of a hybrid vehicle to generate running power and starts an engine; and the battery and the generator motor. A generator motor for a hybrid vehicle, comprising: an AC / DC conversion circuit that performs AC / DC conversion of power transmitted to and received from the armature coil; and a controller that controls the AC / DC conversion circuit based on a rotational position of the field coil type synchronous machine. In the apparatus, the controller may be configured such that a magnetic flux formed by an armature current of the field coil type synchronous machine and interlinking with a field coil of the field coil type synchronous machine generates the magnetic field before the armature current increases. The electric motor is driven to a range smaller than a magnetic flux formed by the field current of the magnetic coil type synchronous machine and interlinking with the field coil of the field coil type synchronous machine. The armature current hybrid vehicle generator motor apparatus characterized by controlling the when the work command is input. 2. The generator motor for a hybrid vehicle according to claim 1, wherein the controller supplies a field current to the field coil type synchronous machine in a predetermined condition range during the automatic stop of the engine. Generator motor device for hybrid vehicles. 3. The generator motor for a hybrid vehicle according to claim 2, wherein the controller supplies a field current to the field coil type synchronous machine for a predetermined time after the automatic stop of the engine. Generator motor device for hybrid vehicles. 4. The generator motor device for a hybrid vehicle according to claim 1, wherein the generator motor performs an electric operation to perform torque assist of a wheel drive shaft, and the controller restricts the increase of the armature current. A generator-motor device for a hybrid vehicle, which is performed at the time of starting the engine and not performed at the time of the torque assist. 5. The generator motor device for a hybrid vehicle according to claim 1, wherein the controller first commands an increase in the field current when an electric operation command is input when the field current is small. A generator-motor device for a hybrid vehicle, wherein after the current reaches a predetermined level or after waiting for a predetermined period of time, a command is issued to supply or increase the armature current for generating an electric torque. 6. The generator-motor device for a hybrid vehicle according to claim 1, wherein the controller generates an electric torque within a range where the field current does not reverse when an electric operation command is input when the field current is small. And a command to gradually increase the armature current. 7. The generator motor device for a hybrid vehicle according to claim 1, wherein the controller is configured to, when an electric operation command is input when the field current is small, increase the electric torque within a range in which the field current is not reversed. A generator motor device for a hybrid vehicle, wherein a command is issued to change the phase angle of the armature current. 8. The generator motor for a hybrid vehicle according to claim 5, wherein the controller supplies a field current to the field coil type synchronous machine for a predetermined time after the automatic stop of the engine. ,
A generator motor device for a hybrid vehicle, wherein the armature current control according to any one of claims 5 to 7 is performed when the engine is restarted after the predetermined time has elapsed.