JP2005127406A - Protection controlling device of rotating electrical machine of drive system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a protection controlling device of a rotating electrical machine of a drive system for responding to a drive request in a condition for providing original safe rotating electrical machine performace without irreversible demagnetization at a request for driving the rotating electrical machine while achieving an effective device in terms of cost and space by using a friction engagement element of a drive mechanism as a heating means. <P>SOLUTION: The drive system is provided with a second motor generator MG2 including a rotor 26 having a ferrite magnet 25 with a characteristic of demagnetizing when a temperature declines, and the drive mechanism having a high clutch HC of which slip engagement can be controlled. The high clutch HC of the drive mechanism is arranged in a peripheral position of the rotor 26 of the second motor generator MG2. The drive system is provided with a rotating electrical machine protection controlling means for executing the slip engagement control of the high clutch HC before driving the second motor generator MG2 at drive request of the second motor generator MG2. <P>COPYRIGHT: (C)2005,JPO&NCIPI

Description

  The present invention relates to a hybrid vehicle, an electric vehicle, or the like provided with a rotating electrical machine having a permanent magnet having a property of demagnetizing when the temperature is lowered in the rotor, and a drive mechanism having a friction engagement element capable of sliding engagement control. The present invention relates to a rotating electrical machine protection control device for a drive system.

Conventionally, in order to improve the cooling performance of a permanent magnet rotor (rotor with permanent magnet), a ring-shaped member 6 having a higher thermal conductivity than that of a reinforcing member is provided, and even if heat is generated due to overcurrent in the permanent magnet or shaft. The cooling performance is improved by radiating heat through the ring-shaped member 6 (see, for example, Patent Document 1).
JP 2000-134839 A

  However, since the conventional rotating electrical machine is intended for neodymium magnets and the like having a characteristic of demagnetizing when the temperature of the rotor becomes high, ferrite having a characteristic of demagnetizing when the temperature of the rotor is lowered. In the case of a rotating electrical machine having a rotor with a system magnet, when the reverse magnetic field due to the stator coil increases in a low temperature state, the magnet operating point is a residual magnetic flux density-coercive force characteristic (demagnetization curve, hereinafter referred to as BH characteristic). ) Exceeds the nick point (bending point) and irreversibly demagnetizes.

  In addition, since the ring-shaped member 6 having a high thermal conductivity is newly added as a cooling means, the number of parts, the cost and the size are increased.

  The present invention has been made paying attention to the above-mentioned problems, and it is irreversible when a rotating electrical machine is requested to drive while using a frictional engagement element of the drive mechanism as a heating means, making the device advantageous in terms of cost and space. It is an object of the present invention to provide a rotating electrical machine protection control device for a drive system capable of meeting drive requirements in a safe and original state of rotating electrical machine performance without demagnetization.

In order to achieve the above object, in the rotating electrical machine protection control device for a drive system according to the present invention, a rotating electrical machine having a permanent magnet having a property of demagnetizing when the temperature drops in the rotor, and a friction engagement element capable of sliding engagement control A drive system comprising:
A frictional engagement element of the drive mechanism is disposed in the vicinity of the rotor of the rotating electrical machine, and when there is a request for driving the rotating electrical machine, slip fastening control of the frictional engagement element is executed before the rotating electrical machine is driven. The rotating electrical machine protection control means is provided.

  Therefore, in the rotating electrical machine protection control device of the drive system of the present invention, when there is a request for driving the rotating electrical machine in the rotating electrical machine protection control means, before the rotating electrical machine is driven, the rotating electrical machine protection control means The sliding engagement control of the frictional engagement element of the arranged drive mechanism is executed, and the temperature of the permanent magnet of the rotor rises due to the high frictional heat generated by the sliding engagement of the frictional engagement element. In this way, the frictional engagement element of the drive mechanism is used as a heating means, making it an advantageous device in terms of cost and space. The drive requirement can be met by the state in which can be exhibited.

  Hereinafter, the best mode for realizing a rotating electrical machine protection control device of a drive system of the present invention will be described based on Example 1 shown in the drawings.

First, the configuration will be described.
[Hybrid transmission drive system]
FIG. 1 is an overall system diagram showing a hybrid transmission (drive mechanism) to which the rotating electrical machine protection control device of Embodiment 1 is applied. As shown in FIG. 1, the drive system of the hybrid transmission in the first embodiment includes an engine E, a first motor generator MG1, and a second motor generator MG2 (rotary electric machine) as power sources. The differential gear transmission to which these power sources E, MG1, MG2 and the output shaft OUT are connected includes a first planetary gear PG1, a second planetary gear PG2, a third planetary gear PG3, and an engine clutch EC. , Low brake LB, high clutch HC (friction engagement element), and high / low brake HLB.

  The first planetary gear PG1, the second planetary gear PG2, and the third planetary gear PG3 that constitute the differential gear transmission are all single-pinion type planetary gears. The first planetary gear PG1 includes a first sun gear S1, a first pinion carrier PC1 that supports the first pinion P1, and a first ring gear R1 that meshes with the first pinion P1. The second planetary gear PG2 includes a second sun gear S2, a second pinion carrier PC2 that supports the second pinion P2, and a second ring gear R2 that meshes with the second pinion P2. The third planetary gear PG3 includes a third sun gear S3, a third pinion carrier PC3 that supports the third pinion P3, and a third ring gear R3 that meshes with the third pinion P3.

  The first sun gear S1 and the second sun gear S2 are directly connected by a first rotating member M1, and the first ring gear R1 and the third sun gear S3 are directly connected by a second rotating member M2, and the second pinion carrier PC2 And the third ring gear R3 are directly connected by a third rotating member M3. Accordingly, the three planetary gears PG1, PG2, and PG3 include the first rotating member M1, the second rotating member M2, the third rotating member M3, the first pinion carrier PC1, the second ring gear R2, and the third pinion carrier PC3. 6 rotation elements.

  A connection relationship among the power sources E, MG1, MG2, the output shaft OUT, the engine clutch EC, and the engagement elements LB, HC, HLB for the six rotating elements of the differential gear transmission will be described. The second rotating member M2 is in a free state that is not connected to any of these, and the remaining five rotating elements are connected as follows.

  The engine output shaft of the engine E is connected to the third rotating member M3 via the engine clutch EC. That is, when the engine clutch EC is engaged, the second pinion carrier PC2 and the third ring gear R3 are set to the engine speed via the third rotation member M3.

  The first motor generator output shaft of the first motor generator MG1 is directly connected to the second ring gear R2. Further, a high / low brake HLB is interposed between the first motor generator output shaft and the transmission case TC. That is, when releasing the high / low brake HLB, the second ring gear R2 is set to the rotation speed of the first motor generator MG1. When the high / low brake HLB is engaged, the rotation of the second ring gear R2 and the first motor generator MG1 is stopped.

  The second motor generator output shaft of the second motor generator MG2 is directly connected to the first rotating member M1. Further, a high clutch HC is interposed between the second motor generator output shaft and the first pinion carrier PC1, and a low brake LB is interposed between the first pinion carrier PC1 and the transmission case TC. Is done. That is, when only the low brake LB is engaged, the first pinion carrier PC1 is stopped, and when only the high clutch HC is engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are connected to the second motor generator MG2. Set the rotation speed. Further, when the low brake LB and the high clutch HC are engaged, the first sun gear S1, the second sun gear S2, and the first pinion carrier PC1 are stopped.

  The output shaft OUT is directly connected to the third pinion carrier PC3. A driving force is transmitted from the output shaft OUT to the left and right driving wheels via a propeller shaft, a differential, and a drive shaft (not shown).

  As a result, as shown in FIGS. 4 and 5, the first motor generator MG1 (R2), the engine E (PC2, R3), the output shaft OUT (PC3), the second motor generator MG2 (S1) , S2, PC1), and a rigid lever model that can simply represent the dynamic behavior of the planetary gear train can be introduced.

  Here, the “collinear diagram” is a velocity diagram used in a simple and easy-to-understand method of drawing instead of the method of obtaining by equation when considering the gear ratio of the differential gear. Take the number of rotations (rotation speed) of the rotating elements, take each rotating element such as ring gear, carrier, sun gear, etc. on the horizontal axis, and set the spacing between each rotating element to the gear ratio of the sun gear and ring gear (α, β, δ) It is arranged to become. 4A is a collinear diagram of the first planetary gear PG1, (2) is a collinear diagram of the second planetary gear PG2, and (3) is a third planetary gear PG3. FIG.

  The engine clutch EC is a multi-plate friction clutch that is fastened by oil pressure and cooled by oil, and is arranged at a position that coincides with the rotational speed axis of the engine E on the collinear charts of FIGS. As a result of the engagement, the rotation and torque of the engine E are input to the third rotating member M3 which is an engine input rotating element of the differential gear transmission.

  The low brake LB is a multi-plate friction brake that is fastened by hydraulic pressure, and is disposed at a position outside the rotational speed axis of the second motor generator MG2 on the alignment chart of FIGS. As shown in (a) and (b) of FIG. 5 and (a) and (b) of FIG.

  The high clutch HC is a multi-plate friction clutch that is engaged by hydraulic pressure, and is disposed at a position that coincides with the rotational speed axis of the second motor generator MG2 on the alignment charts of FIGS. 4 (d), (e) and (d), (e) of FIG. 5 realize the high side gear ratio mode for sharing the high side gear ratio.

  The high / low brake HLB is a multi-plate friction brake that is fastened by hydraulic pressure, and is arranged at a position that coincides with the rotational speed axis of the first motor generator MG1 on the collinear charts of FIGS. The gear ratio is fixed to the low gear ratio on the underdrive side by fastening together with the high gear ratio, and the gear ratio is fixed to the high gear ratio on the overdrive side by fastening with the high clutch HC.

[Control system for hybrid transmission]
As shown in FIG. 1, the control system in the hybrid transmission of the first embodiment includes an engine controller 1, a motor controller 2, an inverter 3, a battery 4, a hydraulic control device 5, an integrated controller 6, an accelerator opening. Degree sensor 7, vehicle speed sensor 8, engine speed sensor 9, first motor generator speed sensor 10, second motor generator speed sensor 11 (speed sensor), and third ring gear speed sensor 12. And is configured.

  The engine controller 1 responds to an engine operating point (hereinafter referred to as an engine operating point) according to a target engine torque command from an integrated controller 6 that inputs an accelerator opening AP from an accelerator opening sensor 7 and an engine speed Ne from an engine speed sensor 9. The “operating point” refers to an operating point specified by the rotational speed and torque.), For example, is output to a throttle valve actuator (not shown).

  The motor controller 2 operates the first motor generator MG1 in response to a target motor generator torque command or the like from the integrated controller 6 that inputs the motor generator rotation speeds N1 and N2 from both the motor generator rotation speed sensors 10 and 11 by the resolver. A command for independently controlling the point and the operating point of the second motor generator MG2 is output to the inverter 3. The motor controller 2 outputs information on the battery S.O.C representing the state of charge of the battery 4 to the integrated controller 6. In addition, information on the induced voltage E generated in the stator coil of the second motor generator MG2 is output to the integrated controller 6 (induced voltage detection means).

  The inverter 3 is connected to the stator coils of the first motor generator MG1 and the second motor generator MG2, and generates respective drive currents according to commands from the motor controller 2. The inverter 3 is connected to a battery 4 that is discharged during power running and charged during regeneration.

  The hydraulic control device 5 receives a hydraulic command from the integrated controller 6 and performs engagement hydraulic pressure control and release hydraulic pressure control of the engine clutch EC, the low brake LB, the high clutch HC, and the high / low brake HLB. The engagement hydraulic pressure control and the release hydraulic pressure control include a half-clutch control based on a slip engagement control and a slip release control.

  The integrated controller 6 includes an accelerator opening AP from the accelerator opening sensor 7, a vehicle speed VSP from the vehicle speed sensor 8, an engine speed Ne from the engine speed sensor 9, and a first motor generator speed sensor 10. Information of the first motor generator rotational speed N1, the second motor generator rotational speed N2 from the second motor generator rotational speed sensor 11, the third ring gear rotational speed ωin from the third ring gear rotational speed sensor 12, and the like. Input and perform predetermined arithmetic processing. Then, a control command is output to the engine controller 1, the motor controller 2, and the hydraulic control device 5 according to the calculation processing result.

  The integrated controller 6 and the engine controller 1, and the integrated controller 6 and the motor controller 2 are connected to each other by bidirectional communication lines 14 and 15 for information exchange.

[Driving mode]
Since the hybrid transmission of the first embodiment can coaxially match the output shaft OUT of the transmission with the engine output shaft, the hybrid transmission is not limited to an FF vehicle (front engine / front drive vehicle) but also an FR vehicle (front engine It can be mounted on a rear drive vehicle) and is not divided into a continuously variable transmission ratio mode and a high continuously variable transmission ratio mode. Therefore, the output sharing ratio of the two motor generators MG1 and MG2 can be suppressed to about 20% or less of the output generated by the engine E.

  As shown in FIG. 2, the traveling mode includes a low fixed speed ratio mode (hereinafter referred to as “Low mode”), a low-side continuously variable speed ratio mode (hereinafter referred to as “Low-iVT mode”), and 2-speed fixed mode (hereinafter referred to as “2nd mode”), high-side continuously variable gear ratio mode (hereinafter referred to as “High-iVT mode”), and high fixed gear ratio mode (hereinafter referred to as “High mode”). And 5) driving modes.

  As shown in FIG. 2, the Low mode is obtained by engaging the low brake LB, releasing the high clutch HC, and engaging the high / low brake HLB. The Low-iVT mode is obtained by engaging the low brake LB, releasing the high clutch HC, and releasing the high / low brake HLB. The 2nd mode is obtained by engaging the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High-iVT mode is obtained by releasing the low brake LB, engaging the high clutch HC, and releasing the high / low brake HLB. The High mode is obtained by releasing the low brake LB, engaging the high clutch HC, and engaging the high / low brake HLB.

  Regarding these five driving modes, the electric driving mode (hereinafter referred to as “EV mode”) in which only the motor generators MG1 and MG2 are driven without using the engine E, and the engine E and both motor generators MG1 and MG2 are used. And a hybrid driving mode (hereinafter referred to as “HEV mode”). Therefore, as shown in FIG. 3, when the EV mode and the HEV mode are combined, ten travel modes are realized. Figure 4 shows the EV-Low mode collinear diagram, EV-Low-iVT mode collinear diagram, EV-2nd mode collinear diagram, EV-High-iVT mode collinear diagram, EV-High A collinear chart of each mode is shown. Fig. 5 shows HEV-related HEV-Low mode alignment chart, HEV-Low-iVT mode alignment chart, HEV-2nd mode alignment chart, HEV-High-iVT mode alignment chart, HEV-High The collinear chart of each mode is shown.

  Here, the integrated controller 6 is preset with a travel mode map in which the 10 travel modes are allocated in a three-dimensional space defined by the accelerator opening AP, the vehicle speed VSP, and the battery SOC. The travel mode map is searched based on the detected values of the accelerator opening AP, the vehicle speed VSP, and the battery SOC, and the optimal travel mode map corresponding to the driving point of the vehicle and the battery charge determined by the accelerator opening AP and the vehicle speed VSP is selected. The

  When the mode is changed between the “EV mode” and the “HEV mode” by selecting the travel mode map, the engine clutch EC engagement control and the engine clutch EC Release control, or in addition, engagement / release control of engagement elements such as clutches and brakes is executed. In addition, when performing mode transition between the five modes of “EV mode” and mode transition between the five modes of “HEV mode”, the engagement / release control of the engagement elements such as clutches and brakes is executed. Is done. These mode transition controls are performed by sequence control according to a predetermined procedure so that the operating points are transferred smoothly.

[Second motor generator structure]
As shown in FIG. 6, the second motor generator MG2 of Embodiment 1 includes a transmission case 20 and a stator in which a coil 22 is wound a plurality of times in the axial direction around a stator core 21 made of a laminated steel plate fixed to the transmission case 20. 23, a rotor 26 that is disposed with respect to the stator 23 via an air gap 24, and has a ferrite magnet 25 (permanent magnet having a demagnetizing characteristic when the temperature is lowered) inside, and a rotor 26 provided in the rotor 26 2 motor generator shaft 27.

  A high clutch mounting space 28 is formed between the rotor 26 and the second motor generator shaft 27, and a high clutch HC is mounted in the high clutch mounting space 28. The high clutch HC connects the rotor 26 and the first pinion carrier connecting member 29 (external drive unit) by fastening. That is, the high clutch HC, which is a friction engagement element of the hybrid transmission, is disposed in the vicinity of the rotor 26.

  The transmission case 20 is formed with a water jacket 30 that ensures the cooling performance of the stator 23 at a position corresponding to the outer peripheral portion of the stator 23. Further, a low brake LB for fixing the first pinion carrier connecting member 29 to the transmission case 20 by fastening is interposed between the transmission case 20 and the first pinion carrier connecting member 29. In FIG. 6, 31 is a first motor generator shaft, and 32 is an engine output shaft.

  Next, the operation will be described.

[Second motor generator protection control process]
FIG. 7 is a flowchart showing the flow of the second motor generator protection control process started by the motor drive request in the integrated controller 6 of the first embodiment. Each step will be described below (rotating electrical machine protection control means). In the first embodiment, for example, the High-iVT mode (second motor generator MG2 is driven) that releases the low brake LB from the second mode (second motor generator MG2 is stopped) that engages the high clutch HC and the low brake LB. ) Is started after releasing the low brake LB first.

In step S1, the high clutch HC is slip-engaged by the engagement amount C, and the process proceeds to step S2.
Here, as shown in FIG. 9, the “engagement amount C” means an engagement amount with a large clutch slip amount, that is, a frictional heat generation is large, and an “engagement amount D” described later is an engagement amount C. The clutch slip amount is smaller than that of the clutch, that is, the engagement amount with less frictional heat generation.

In step S2, it is determined whether the induced voltage coefficient is less than a first set value A (first set temperature). If YES, the process proceeds to step S3, and if NO, the process proceeds to step S6.
Here, the “induced voltage coefficient” is a value obtained by dividing the induced voltage E by the second motor generator rotational speed N2 (= the rotational speed of the rotor 26), and this induced voltage coefficient is proportional to the magnet temperature of the ferrite magnet 25. Therefore, the magnet temperature can be estimated from the induced voltage coefficient, and the induced voltage coefficient calculating means corresponds to the permanent magnet temperature detecting means.
The “first set value A” refers to an induced voltage coefficient corresponding to the permanent magnet temperature at which the induced voltage coefficient (= permanent magnet temperature) reaches the nick point in the BH characteristic shown in FIG.

In step S3, it is determined whether or not the induced voltage coefficient is less than a second set value B (second set temperature) based on the determination that the induced voltage coefficient <A in step S2. If YES, the process proceeds to step S3. The determination is repeated. If NO, the process proceeds to step S4.
Here, the “second set value B” is an induced voltage coefficient value slightly lower than the first set value A representing the induced voltage coefficient that reaches the knick point, as shown in FIG. 9.

  In step S4, based on the determination that the induced voltage coefficient ≧ B in step S3, the high clutch HC is slidingly engaged with the engagement amount D, and the process proceeds to step S5.

  In step S5, as in step S2, it is determined whether the induced voltage coefficient is less than the first set value A. If YES, the determination in step S5 is repeated, and if NO, the process proceeds to step S6.

  In step S6, the high clutch HC is fully engaged (= completely engaged without slipping), and driving of the second motor generator MG2 is started.

[Ferrite magnet temperature estimation action]
First, in the first embodiment, as described above, the induced voltage coefficient is used without directly detecting the temperature of the ferrite magnet 25. The reason will be described.

  In conclusion, the purpose is to reduce costs by reducing temperature sensors. Specifically, since the ferrite magnet 25 is inserted into the rotor 26 and the rotor 26 rotates, when a temperature sensor is attached to the ferrite magnet 25, a component such as a slip ring is used to output the sensor signal to the outside. Is required and the cost increases. Therefore, as described below, since the magnet temperature is correlated with the induced voltage, estimating the magnet temperature using this relationship eliminates the need for parts such as a slip ring and prevents an unnecessary increase in cost. Can do.

  Next, the relationship between the magnet temperature and the induced voltage coefficient will be described. In the first embodiment, the rotor 26 is rotated together with the first pinion carrier connecting member 29 by the slip engagement of the high clutch HC (second motor generator MG2). ), An induced voltage E is generated in the coil 22 of the stator 23 by the interlinkage magnetic flux of the ferrite magnet 25. On the other hand, in the ferrite magnet 25, the magnetic flux density linearly changes depending on the magnet temperature, and the magnet temperature and the induced voltage coefficient are in a proportional relationship.

For this reason, if the induced voltage coefficient is known, the magnet temperature can be estimated. The induced voltage coefficient can be calculated based on the induced voltage E generated in the coil 22 of the stator 23 by the rotation of the rotor 26 and the rotational speed of the rotor 26 (= second motor generator rotational speed) as described above. is there. That means
T = α × Ke (1)
Ke = E ÷ N (2)
Where T is a magnet temperature, α is a coefficient, Ke is an induced voltage coefficient, E is an induced voltage, and N is a rotor rotational speed.
The magnet temperature T is estimated and detected by substituting equation (2) into equation (1), using induced voltage information and rotor rotation speed information that can be detected without using a slip ring or the like. Can do.

[Second motor generator protection control action]
First, as shown in the BH characteristic (demagnetization curve) of FIG. 8, the ferrite magnet 25 that is a permanent magnet embedded in the rotor 26 is, for example, in a low temperature state of −40 ° C. or −20 ° C. When the reverse magnetic field generated by the coil 22 of the stator 23 increases, the magnet operating point exceeds the nick point (bending point) of the BH characteristic, resulting in irreversible demagnetization.

On the other hand, in the first embodiment, when the induced voltage coefficient is less than the second set value B when the motor drive is requested, that is, when the ferrite magnet 25 is at a very low temperature, step S1 → step S2 in the flowchart of FIG. → Proceeding to step S3, the determination of step S3 is repeated as long as the induced voltage coefficient is less than the second set value B while the high clutch HC is maintained in the slip engagement with the engagement amount C.
When the induced voltage coefficient becomes equal to or greater than the second set value B, the process proceeds from step S3 to step S4 to step S5, and the induced voltage coefficient is set to the first set value while the high clutch HC is maintained in slip engagement with the engagement amount D. As long as it is less than A, the determination in step S5 is repeated.
When the induced voltage coefficient becomes equal to or greater than the first set value A, the process proceeds from step S5 to step S6. In step S6, the high clutch HC is fully engaged and the driving of the second motor generator MG2 is started.

When the induced voltage coefficient is greater than or equal to the second set value B but less than the first set value A at the time of motor drive request, that is, when the ferrite magnet 25 is somewhat cold, step S1 → step S2 in the flowchart of FIG. The process proceeds from step S3 to step S4 to step S5, and as long as the induced voltage coefficient is less than the first set value A while maintaining the slip engagement by changing the high clutch HC from the engagement amount C to the engagement amount D, the process proceeds to step S5. Is repeated.
When the induced voltage coefficient becomes equal to or greater than the first set value A, the process proceeds from step S5 to step S6. In step S6, the high clutch HC is fully engaged and the driving of the second motor generator MG2 is started.

  If the induced voltage coefficient is greater than or equal to the first set value A when the motor drive is requested, that is, if the ferrite magnet 25 is sufficiently warmed, the process proceeds from step S1 to step S2 to step S6 in the flowchart of FIG. In S6, the high clutch HC is immediately fully engaged from the engagement amount C, and the driving of the second motor generator MG2 is started.

  As described above, the frictional heat generated by sliding engagement of the high clutch HC is used to manage the temperature of the rotor having the ferrite magnet 25 when the motor drive is requested. In other words, regardless of the temperature of the ferrite magnet 25 at the time of the motor drive request, the drive of the second motor generator MG2 is started when the induced voltage coefficient becomes equal to or higher than the first set value A. The irreversible demagnetization is prevented without reaching the BH characteristic nick point. In addition, when the induced voltage coefficient exceeds the first set value A, the high clutch HC is immediately engaged without slipping to prevent facing wear caused by sliding the high clutch HC over a long period of time. The durability and reliability of the high clutch HC can be ensured.

[Mode transition action from 2nd mode to High-iVT mode at rotor cryogenic temperature]
For example, the action of raising the rotor 26 from a very low temperature state to a temperature that prevents irreversible demagnetization in the case of mode transition from the 2nd mode start in the cold region to the High-iVT mode will be described with reference to the time chart shown in FIG. .

  First, in the 2nd mode up to time t0, the high clutch HC and the low brake LB are both engaged, and the rotor 26 of the second motor generator MG2 is fixed to the transmission case 20, that is, the rotation speed of the second motor generator MG2 is zero. (Motor stop).

  When a motor drive request is issued by selecting the High-iVT mode at time t0, the low brake LB is immediately released, but the high clutch HC has a constant engagement amount C due to a low induced voltage coefficient. Sliding fastening. Corresponding to the release of the low brake LB and the slip engagement of the high clutch HC, the second motor generator speed increases to NE and maintains that speed.

  On the other hand, the high clutch HC is engaged with a large slip amount at the engagement amount C, so that frictional heat is generated and the frictional heat of the high clutch HC is transmitted to the rotor 26 arranged in contact with the high clutch HC. Then, the temperature of the ferrite magnet 25 is raised. In response to the temperature rise of the ferrite magnet 25, the induced voltage coefficient rises as shown in the induced voltage coefficient characteristic of FIG. 9, and reaches the second set value B at the time point t1.

  At the time t1 when the induced voltage coefficient becomes the second set value B, the high clutch HC is changed from the engagement amount C to the engagement amount D (the slip amount is smaller than the engagement amount C). Although the second motor generator rotational speed increases from NE to NF due to the change in the engagement amount, the induction voltage coefficient is shown in the induction voltage coefficient characteristic of FIG. 9 by suppressing the generation of frictional heat of the high clutch HC. Ascending slope is suppressed. For this reason, as in the case where the high clutch HC is maintained at the engagement amount C, it is possible to suppress the temperature increase of the ferrite magnet 25 from overshooting and an unnecessary temperature increase.

  When the induced voltage coefficient reaches the first set value A at the time t2, the high clutch HC is completely engaged without slipping, and at the same time, the motor control of the second motor generator MG2 is started to shift to the High-iVT mode. . For this reason, the second motor generator MG2 can be driven in a state where the ferrite magnet 25 is safe and the original motor performance is not irreversibly demagnetized, and the high clutch HC is completely engaged without slipping. Facing wear is minimized, ensuring high clutch HC durability and reliability.

Next, the effect will be described.
In the rotating electrical machine protection control device of the drive system of the first embodiment, the effects listed below can be obtained.

  (1) In a drive system comprising a rotary electric machine having a permanent magnet having a property of demagnetizing when the temperature is reduced in the rotor, and a drive mechanism having a friction engagement element capable of sliding engagement control, Rotating electrical machine protection that arranges the frictional engagement element of the drive mechanism in the vicinity of the rotor and executes the slip fastening control of the frictional engagement element before driving the rotating electrical machine when there is a drive request for the rotating electrical machine Since the control means is provided, the friction engagement element of the drive mechanism is used as a heating means, making the device advantageous in terms of cost and space, and safe and original rotation without irreversible demagnetization when driving the rotating electrical machine. The drive requirement can be met by the state in which the electrical performance can be exhibited.

  (2) A permanent magnet temperature detecting means for detecting the temperature of the permanent magnet is provided, and the rotating electrical machine protection control means first sets a temperature at which the permanent magnet temperature reaches a nick point due to a residual magnetic flux density-coercive force characteristic. When the temperature is lower than the first set temperature and the temperature is lower than the first set temperature, the sliding amount of the friction engagement element is increased until the permanent magnet temperature reaches the second set temperature from the drive request of the rotating electrical machine. First slip engagement control is performed, and until the permanent magnet temperature changes from the second preset temperature to the first preset temperature, the second slip engagement control is performed in which the slip amount of the friction engagement element is smaller than the first slip engagement control. Therefore, the temperature rise of the permanent magnet overshoots, and an unnecessary temperature rise can be suppressed, and the sliding wear of the friction engagement element can be prevented and the durability can be improved.

  (3) When the permanent magnet temperature becomes equal to or higher than the first set temperature, the rotating electrical machine protection control means completely tightens the friction engagement element and starts driving the rotating electrical machine. The rotating electric machine can be driven in a safe state and the friction engagement element is completely fastened, so that the facing wear of the friction engagement element can be suppressed and the power transmission efficiency can be improved.

  (4) The drive mechanism has a high clutch HC that connects the rotor 26 and the first pinion carrier connecting member 29 as a friction engagement element, and the rotating electrical machine is attached to the stator core 21 fixed to the transmission case 20. On the other hand, there is a stator 23 around which the coil 22 is wound a plurality of times, an induced voltage detection means for detecting an induced voltage E generated in the coil 22 of the stator 23, and a second motor generator rotational speed for detecting the rotational speed of the rotor 26. Since the sensor 11 is provided and the permanent magnet temperature detecting means is a means for obtaining an induced voltage coefficient obtained by dividing the induced voltage E by the rotor rotational speed N, the number of parts is smaller than when a temperature sensor that directly detects the magnet temperature is used. There is no increase and the cost can be reduced.

  (5) The drive mechanism is a hybrid transmission using a differential gear transmission having three planetary gear trains PG1, PG2, and PG3 and a high clutch HC that selects a plurality of travel modes, A second motor generator MG2 provided with the engine E as a power source of the hybrid transmission, and the rotating electrical machine protection control means starts the second motor generator MG2 from the 2nd mode in which the second motor generator MG2 is stopped. When performing mode transition control to drive High-iVT mode, the high transmission HC2 of the hybrid transmission located near the rotor of the second motor generator MG2 is slip-engaged, so that the hybrid transmission is switched from 2nd mode to High. -In case of performing mode transition control to VT mode, when driving of the second motor generator MG2 is requested, it is safe and original without irreversible demagnetization. The ready to exert over data performance, it is possible to meet the drive requirements.

  As described above, the rotating electrical machine protection control device of the drive system of the present invention has been described based on the first embodiment, but the specific configuration is not limited to the first embodiment, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention.

  For example, in the first embodiment, an example of means for estimating and detecting the permanent magnet temperature based on the induced voltage coefficient is shown as the permanent magnet temperature detecting means. However, the permanent magnet temperature may be directly detected by a temperature sensor. In this case, the friction engagement element is not limited to a multi-plate friction clutch that connects the rotor and the external drive unit in order to ensure the rotation of the rotor. Any other multi-plate friction clutch or multi-plate friction brake may be used as long as it is a friction engagement element that can serve as a warming means.

  The rotating electrical machine protection control device of the drive system of the present invention shows an application example to a hybrid transmission having one engine and two motor generators as power sources and having a differential gear transmission by three simple planetary gear trains. However, if the drive system includes a rotating electric machine having a permanent magnet having a characteristic of demagnetizing when the temperature is reduced in the rotor and a drive mechanism having a friction engagement element capable of sliding engagement control, an electric vehicle, The present invention can also be applied to other drive systems such as a motor four-wheel drive vehicle.

1 is an overall system diagram illustrating a hybrid transmission to which a rotating electrical machine protection control device according to a first embodiment is applied. It is a figure which shows the fastening / release state of three engagement elements in each driving mode in a hybrid transmission. FIG. 4 is a diagram showing respective operation tables of an engine, an engine clutch, a motor generator, a low brake, a high clutch, and a high / low brake in five driving modes in the electric vehicle mode and five driving modes in the hybrid vehicle mode in the hybrid transmission. . It is a collinear diagram which shows five driving modes in the electric vehicle mode in the hybrid transmission. It is a collinear diagram which shows five driving modes in a hybrid vehicle mode in a hybrid transmission. It is a schematic sectional drawing which shows the 2nd motor generator to which the rotary electric machine protection control apparatus of Example 1 was applied. 6 is a flowchart illustrating a flow of a second motor generator protection control process started by a motor drive request in the integrated controller of the first embodiment. It is a residual magnetic flux density-coercive force characteristic figure which uses the magnet temperature of the ferrite magnet provided in the rotor of the 2nd motor generator as a parameter. It is a time chart which shows the effect | action which raises the rotor of a 2nd motor generator from the cryogenic state to the temperature which prevents irreversible demagnetization.

Explanation of symbols

E engine
MG1 1st motor generator
MG2 Second motor generator (rotary electric machine)
OUT output shaft
PG1 1st planetary gear
PG2 2nd planetary gear
PG3 3rd planetary gear
EC engine clutch
LB Low brake
HC high clutch (friction engagement element)
HLB High / Low Brake 20 Transmission Case 21 Stator Core 22 Coil 23 Stator 24 Air Gap 25 Ferrite Magnet (Permanent Magnet)
26 Rotor 27 Second motor generator shaft 28 High clutch mounting space 29 First pinion carrier connecting member (external drive unit)

Claims (5)

A rotating electric machine having a permanent magnet having a property of demagnetizing when the temperature drops in the rotor;
A drive mechanism having a friction engagement element capable of sliding engagement control;
In a drive system with
The friction engagement element of the drive mechanism is disposed in the vicinity of the rotor of the rotating electrical machine,
A rotating electrical machine protection control of a drive system, comprising: a rotating electrical machine protection control means for executing a slip fastening control of the friction engagement element before driving the rotating electrical machine when there is a drive request for the rotating electrical machine apparatus. In the rotating electrical machine protection control device of the drive system according to claim 1,
Providing a permanent magnet temperature detecting means for detecting the temperature of the permanent magnet;
In the case where the rotating electrical machine protection control means sets the temperature at which the permanent magnet temperature reaches the knick point due to the residual magnetic flux density-coercive force characteristic as the first set temperature, and sets the temperature lower than the first set temperature as the second set temperature. From the request for driving the rotating electrical machine until the permanent magnet temperature reaches the second set temperature, the first slip fastening control is performed with the slip amount of the friction engagement element increased, and the permanent magnet temperature is changed from the second set temperature to the first set temperature. A rotating electrical machine protection control device for a drive system, wherein a second slip fastening control is performed in which the slip amount of the friction engagement element is smaller than the first slip fastening control until a set temperature is reached. In the rotating electrical machine protection control device of the drive system according to claim 2,
The rotating electrical machine protection control means starts the driving of the rotating electrical machine by completely fastening the friction engagement element when the permanent magnet temperature becomes equal to or higher than a first set temperature. Control device. In the rotating electrical machine protection control device of the drive system according to claim 2 or claim 3,
The drive mechanism has, as a friction engagement element, a multi-plate friction clutch that connects the rotor and the external drive unit,
The rotating electrical machine has a stator in which a coil is wound a plurality of times around a stator core fixed to a case,
An induced voltage detecting means for detecting an induced voltage generated in the stator coil, and a rotational speed sensor for detecting the rotational speed of the rotor;
A rotating electrical machine protection control device for a drive system, wherein the permanent magnet temperature detection means is a means for obtaining an induced voltage coefficient obtained by dividing an induced voltage by a rotor rotational speed. In the rotating electrical machine protection control device for a drive system according to any one of claims 1 to 4,
The drive mechanism is a hybrid transmission using a differential gear transmission having a planetary gear train and a friction engagement element that selects a plurality of travel modes;
The rotating electrical machine is a motor generator provided with an engine as a power source of the hybrid transmission,
The rotating electrical machine protection control means, when performing mode transition control from a travel mode in which the motor generator is stopped to a travel mode in which the motor generator is driven, is a hybrid transmission disposed near the rotor of the motor generator A rotating electrical machine protection control device for a drive system, wherein the frictional engagement element is slip-fastened.

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