JP5400835B2 - Rotating electrical machine control device for vehicle - Google Patents

Description

  The present invention relates to a rotating electrical machine control device for a vehicle.

  Conventionally, for example, in order to prevent overheating caused by iron loss of a motor controlled by an inverter by pulse width modulation, the magnet temperature is obtained according to the carrier frequency and the coil temperature, and according to the coil temperature and the magnet temperature. A control system that limits the output of a motor is known (for example, see Patent Document 1).

JP 2010-41869 A

By the way, when the power generation motor of the series-type hybrid vehicle is controlled by the control system according to the above-described prior art, the operating state of the internal combustion engine connected to the power generation motor (for example, BSFC (Brake Specific Fuel Consumption When the temperature of the power generation motor (for example, the magnet temperature) rises in accordance with the operating conditions in which the power generation is optimal), the output of the power generation motor is limited to prevent an overheating condition. become.
At this time, if the power is supplied from the power generation motor to the traveling motor of the series type hybrid vehicle, the output of the traveling motor is also limited in accordance with the output limitation of the power generation motor, There is a risk that the traveling behavior of the hybrid vehicle will change.

  The present invention has been made in view of the above circumstances, and can control a rotating electrical machine for a vehicle that can ensure a desired output of the rotating electrical machine for traveling while preventing overheating of the rotating electrical machine for power generation mounted on the vehicle. The object is to provide a device.

  In order to solve the above-described problems and achieve the object, a vehicular rotating electrical machine control device according to claim 1 of the present invention is a traveling rotating electrical machine that generates a travel driving force of a vehicle (for example, in the embodiment). Traveling motor 11), a rotating electrical machine for power generation (for example, a power generating motor 13 in the embodiment) that generates power by the power of an internal combustion engine (for example, the internal combustion engine 12 in the embodiment), and the traveling rotating electrical machine And the power storage device (for example, the battery 17 in the embodiment) that transmits and receives electrical energy to and from the power generation rotating electrical machine, the state of the power generation rotating electrical machine, and the state of the power storage device. Control means (for example, MGECU 18 in the embodiment) for controlling the amount of charge and the amount of discharge.

Further, the energization control means for energizing the control before Symbol generator electric rotating machine (e.g., a 2PDU15 in the embodiment) and the power generation electric rotating machine and the temperature of the temperature and the current supply control means for a rotary electric machine the generator Temperature margin calculation for calculating a temperature margin with respect to an upper limit temperature that allows operation of the energization control means (for example, a generator margin temperature ΔT that is the sum of the magnet margin temperature ΔT1 and the tip margin temperature ΔT2 in the embodiment). Means (for example, temperature determination unit 24 in the embodiment), and the control means controls the charge amount and the discharge amount of the power storage device based on the temperature margin .

Furthermore , driving state detecting means for detecting the driving state of the vehicle (for example, the vehicle speed sensor 32, the rotation speed detecting unit 34, the torque detecting unit 35 in the embodiment), and the driving detected by the driving state detecting unit. The operation state determination means for determining whether or not the state is within a continuously operable region corresponding to the maximum output that does not cause demagnetization due to overheating of the power generating rotating electrical machine (for example, the main control unit 26 in the embodiment) ), And when the operation state determination unit determines that the operation state is outside the continuous operation possible region, the control unit sets the temperature of the power generating rotating electrical machine below the upper limit temperature . controls the charging amount and discharging amount of the electric storage device so as to maintain, if the operation state that is determined to the be continuously operable region by said operating condition determining means, written to the upper limit temperature Controlling the charge amount and discharge amount of the electric storage device in Razz.

Further, in the vehicular rotating electrical machine control apparatus according to claim 2 of the present invention, the energization control means is configured to generate the rotation for power generation based on a state of the rotating electrical machine for power generation and a charge amount and a discharge amount of the power storage device. Controls the output of the electric machine.

Furthermore, the vehicular rotating electrical machine control device according to claim 3 of the present invention includes a remaining capacity detection unit (for example, the SOC detection unit 31 in the embodiment) that detects the remaining capacity of the power storage device, and the control unit. Controls the discharge amount of the power storage device when the remaining capacity is greater than or equal to a predetermined value, and controls the charge amount of the power storage device when the remaining capacity is less than the predetermined value.

  According to the vehicular rotating electrical machine control device according to claim 1 of the present invention, since the charge amount and the discharge amount of the power storage device are controlled based on the states of the power generating rotating electrical machine and the power storage device, Thus, it is possible to ensure a desired output of the traveling rotating electrical machine.

Furthermore , the charge amount and the discharge amount of the power storage device are controlled based on the temperature margin (for example, the generator margin temperature ΔT which is the sum of the magnet margin temperature ΔT1 and the chip margin temperature ΔT2). As a result, overheating (that is, exceeding the upper limit temperature) of the rotating electrical machine for power generation and the energization control means is accurately prevented, and the vehicle runs within a range where the temperature of the rotating electrical machine for power generation and the energization control means does not reach the upper limit temperature. The operation of the rotary electric machine, the internal combustion engine, and the rotary electric machine for power generation can be flexibly controlled to improve the operation efficiency.

Furthermore , even if the vehicle operating state is outside the continuous operation possible range, it is possible to accurately prevent the demagnetization of the generator rotating electric machine from occurring, and flexible operation control if the vehicle operating state is within the continuous operation possible range. The driving efficiency can be improved.

According to the vehicular rotating electrical machine control apparatus of the second aspect of the present invention, it is possible to appropriately control the output while preventing overheating of the power generating rotating electrical machine.

According to the vehicular rotating electrical machine control device of the third aspect of the present invention, it is possible to prevent the power storage device from being overdischarged or overcharged.

It is a block diagram of the rotary electric machine control apparatus for vehicles which concerns on embodiment of this invention. It is a block diagram of each PDU and DC / DC converter of the rotating electrical machine controller for a vehicle according to the embodiment of the present invention. It is a block diagram of MGECU of the rotary electric machine control apparatus for vehicles which concerns on embodiment of this invention. It is a figure which shows an example of the correspondence of the torque and rotation speed of the motor for electric power generation of the rotary electric machine control apparatus for vehicles which concern on embodiment of this invention, and generator magnet temperature. It is a figure which shows an example of the driving | running area | region according to the speed (vehicle speed) and driving force of the hybrid vehicle which concerns on embodiment of this invention. It is a flowchart which shows operation | movement of the rotary electric machine control apparatus for vehicles which concerns on embodiment of this invention. It is a figure which shows an example of the correspondence of the SOC target value SOCtar of the battery of the rotary electric machine control device for vehicles which concerns on embodiment of this invention, and the driving | running ratio (charging ratio) which shows the ratio by which charging of a battery is performed. It is a figure which shows the example of the driving | running state of the internal combustion engine connected with the motor for electric power generation in the discharge mode of the battery of the rotary electric machine control apparatus for vehicles which concerns on embodiment of this invention. It is a figure which shows the example of the driving | running state of the internal combustion engine connected with the motor for electric power generation in the charge mode of the battery of the rotary electric machine control apparatus for vehicles which concerns on embodiment of this invention.

  Hereinafter, a vehicular rotating electrical machine control apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  A vehicular rotating electrical machine control apparatus 10 according to the present embodiment is mounted on, for example, a hybrid vehicle 1 shown in FIG. 1, and the hybrid vehicle 1 includes, for example, a driving motor (MOT) 11 connected to driving wheels W, This is a series type hybrid vehicle in which a power generation motor (GEN) 13 is connected to a crankshaft 12 a of an internal combustion engine (ENG) 12.

The motors 11 and 13 are, for example, three-phase DC brushless motors, and are connected to the power drive units (PDU) 14 and 15 that control the motors 11 and 13.
Each of the PDUs 14 and 15 includes, for example, PWM inverters 14a and 15a by pulse width modulation (PWM) having a bridge circuit formed by bridge connection using a plurality of switching elements such as transistors.

The PDUs 14 and 15 are connected to a battery (BATT) 17 via, for example, a DC / DC converter 16.
For example, the DC / DC converter 16 can boost the voltage between the terminals of the battery (BATT) 17 to a predetermined voltage and apply it to the PDUs 14 and 15, and the voltage between the terminals of the PDUs 14 and 15 (DC side voltage). The battery 17 can be charged by stepping down to a predetermined voltage.

  The PWM inverters 14a and 15a provided in the PDUs 14 and 15 have the same configuration as shown in FIG. 2, for example, and a plurality of switching elements (for example, IGBT: Insulated Gate Bipolar mode Transistor) are bridge-connected. A bridge circuit 41 having three phases (for example, three phases of U phase, V phase, and W phase) and a common smoothing capacitor 42 are provided.

The bridge circuit 41 includes, for example, a high-side and low-side U-phase transistor UH, UL paired for each phase, a high-side and low-side V-phase transistor VH, VL, and a high-side and low-side W-phase transistor WH, WL. Are bridged. Each of the transistors UH, VH, and WH has a collector connected to the positive-side secondary DC terminal P2 to form a high-side arm. Each of the transistors UL, VL, and WL has a negative-electrode secondary-side DC. A low side arm is configured by being connected to the side terminal N2.
For each phase, the emitters of the transistors UH, VH, WH of the high side arm are connected to the collectors of the transistors UL, VL, WL of the low side arm, and the transistors UH, UL, VH, VL, WH, WL are connected. The diodes DUH, DUL, DVH, DVL, DWH, DWL are connected between the collector and the emitter so as to be in the forward direction from the emitter to the collector.
The smoothing capacitor 42 is connected between the secondary side DC side terminal P2 on the positive side and the secondary side DC side terminal N2 on the negative side.

Each PWM inverter 14a, 15a is driven by a pulse width modulated (PWM) signal output from the MGECU 18 and input to the gate of each transistor of the bridge circuit 41.
For example, when driving the traveling motor 11, the secondary DC terminal P <b> 2 is switched by switching the on / off (cutoff) state of each pair of transistors for each phase of the PWM inverter 14 a of the first PDU 14. , N2 is converted into three-phase AC power, and the three-phase windings (not shown) of the traveling motor 11 are sequentially commutated so that each phase winding has AC The U-phase current Iu, the V-phase current Iv, and the W-phase current Iw are energized. On the other hand, for example, when the traveling motor 11 is regenerated, the three-phase AC power output from the traveling motor 11 is converted into DC power and applied to the secondary DC side terminals P2 and N2.

That is, for example, when driving the traveling motor 11, the first PDU 14 converts the DC power supplied from the DC / DC converter 16 or the second PDU 15 of the power generation motor 13 into AC power and supplies the AC power to the traveling motor 11.
Further, for example, when the power generation motor 13 generates power using the power of the internal combustion engine 12, the second PDU 15 converts the AC generated power output from the power generation motor 13 into DC power, and passes through the DC / DC converter 16. The battery 17 is charged or supplied to the first PDU 14 of the traveling motor 11.

  Further, for example, when the driving force is transmitted from the driving wheel W side to the traveling motor 11 side during deceleration of the hybrid vehicle 1, the traveling motor 11 functions as a generator to generate a so-called regenerative braking force, Kinetic energy is recovered as electrical energy. At the time of power generation by the traveling motor 11, the first PDU 14 converts AC generated (regenerative) power output from the traveling motor 11 into direct current power and charges the battery 17 via the DC / DC converter 16.

  The DC / DC converter 16 is, for example, a chopper type DC-DC converter, and includes a switching circuit 43 to which a plurality of switching elements (IGBTs) are connected, a choke coil (reactor) 44, a smoothing capacitor 45, and the like. It is configured with.

The switching circuit 43 is configured, for example, by connecting a pair of a high-side switching element 43H and a low-side switching element 43L.
The collector of the high side switching element 43H is connected to the secondary side DC side terminal P2 on the positive side, and the emitter of the low side switching element 43L is connected to the secondary side DC side terminal N2 on the negative side. The emitter of 43H is connected to the collector of the low-side switching element 43L.
A diode is connected between the emitter and collector of each of the high-side and low-side switching elements 43H and 43L so as to be in the forward direction from the emitter to the collector.

  The switching circuit 43 is driven by a pulse width modulated (PWM) signal (PWM signal) output from the MGECU 18 and input to the gates of the switching elements 43H and 43L, and the high side switching element 43H is turned on and the low side. The state where the switching element 43L is turned off and the state where the high-side switching element 43H is turned off and the low-side switching element 43L are turned on are alternately switched.

For example, the high side according to the switching duty (such as THON / (THon + TLon)) defined by the ON time THon of the high-side switching element 43H and the ON time TLon of the low-side switching element 43L in one cycle of the PWM signal The on / off of the low-side switching elements 43H and 43L is switched.
The high-side and low-side switching elements 43H and 43L are prohibited from being turned on at the same time when being turned on / off, and are provided with an appropriate dead time to be turned off at the same time.

One end of the choke coil 44 is connected between the emitter and collector of the high side and low side switching elements 43H and 43L of the switching circuit 43, and the other end is connected to the primary side DC side terminal P1 on the positive side.
The smoothing capacitor 45 is connected between the positive-side primary DC terminal P1 and the negative-side primary DC terminal N1.
Note that the negative primary side DC side terminal N1 and the secondary side DC side terminal N2 are common terminals connected to each other.

In the DC-DC converter 16, during the step-up operation from the low voltage side (primary side) to the high voltage side (secondary side), first, the high side switching element 43H is turned off and the low side switching element 43L is turned on. The choke coil 44 is DC-excited by the current input from the low voltage side terminal 43L, and magnetic energy is accumulated.
Next, the high-side switching element 43H is turned on and the low-side switching element 43L is turned off, so that the change in magnetic flux caused by the interruption of the current flowing through the choke coil 44 is prevented between both ends of the choke coil 44. An electromotive voltage (inductive voltage) is generated.
Along with this, an induced voltage due to the magnetic energy accumulated in the choke coil 44 is added to the input voltage on the low voltage side, and a boosted voltage higher than the input voltage on the low voltage side is applied to the high voltage side.
The voltage fluctuation generated by this switching operation is smoothed by the smoothing capacitors 42 and 45, and the boosted voltage is output from the secondary side DC side terminal P2 on the positive side.

In the step-down operation from the high voltage side to the low voltage side, first, the high side switching element 43H is turned off and the low side switching element 43L is turned on, and the choke coil 44 is DC-excited by the current input from the high voltage side. Magnetic energy is accumulated.
Next, the high-side switching element 43H is turned on and the low-side switching element 43L is turned off, so that the change in magnetic flux caused by the interruption of the current flowing through the choke coil 44 is prevented between both ends of the choke coil 44. An electromotive voltage (inductive voltage) is generated.
The induced voltage due to the magnetic energy accumulated in the choke coil 44 becomes a step-down voltage obtained by stepping down the input voltage on the high voltage side according to the switching duty, and the step-down voltage is on the low voltage side (that is, the primary side on the positive side). Applied to the DC side terminal P1).

  Furthermore, the vehicular rotating electrical machine control apparatus 10 includes an MGECU 18 that integrally controls the hybrid vehicle 1 as an ECU (Electronic Control Unit) configured by an electronic circuit such as a CPU (Central Processing Unit). ing.

  For example, as shown in FIG. 3, the MGECU 18 includes a memory 21 and a timer 22, an SOC determination unit 23, a temperature determination unit 24, a driving force calculation unit 25, a main control unit 26, and a power instruction unit 27. Configured.

  Then, the MGECU 18 detects, for example, a detection output from an SOC detection unit 31 that detects a remaining capacity of the battery 17 (for example, SOC: State Of Charge indicating a ratio of an amount of electricity (or an amount of electric power or the like) to a fully charged state). A signal is being input.

  Further, the MGECU 18 includes, for example, a detection signal output from the vehicle speed sensor 32 that detects the speed (vehicle speed) of the hybrid vehicle 1, a detection signal output from the battery temperature sensor 33 that detects the temperature of the battery 17, A detection signal output from the rotation speed detection unit 34 that detects the rotation speed of the motors 11 and 13 and a detection signal output from the torque detection unit 35 that detects the torque of the motors 11 and 13 are input. .

  Further, the MGECU 18 detects, for example, detection signals output from the chip temperature detection units 36 and 37 that detect the temperatures of chips (not shown) such as the PWM inverters 14a and 15a constituting the first and second PDUs 14 and 15. And detection signals output from the magnet temperature detectors 38 and 39 for detecting the temperatures of the permanent magnets (not shown) constituting the motors 11 and 13 and the phase currents supplied to the motors 11 and 13 are detected. The detection signal output from the phase current sensor 40 is input.

  For example, the SOC determination unit 23 acquires the remaining capacity of the battery 17 based on a detection signal output from the SOC detection unit 31 that detects the remaining capacity (SOC) of the battery 17.

The temperature determination unit 24 includes, for example, detection signals output from the chip temperature detection units 36 and 37 that detect the temperature of a chip (not shown) such as a PWM inverter that constitutes the first and second PDUs 14 and 15, and motors Each temperature is acquired based on the detection signal output from each magnet temperature detection part 38,39 which detects the temperature of the permanent magnet (not shown) which comprises 11 and 13. FIG.
The magnet temperature detectors 38 and 39 do not directly detect the temperature of the permanent magnets, but instead of a predetermined map (for example, the temperature of the cooling medium of the motors 11 and 13) obtained by a test or the like executed in advance. And a map showing a correspondence relationship between the temperature of the permanent magnet and the temperature of the permanent magnet), and the temperature of the permanent magnet is determined according to other temperature detection values (for example, the detection result of the temperature of the cooling medium of the motors 11 and 13). You may acquire temperature.

  The difference between the predetermined upper limit temperature that allows the operation of the power generation motor 13 and the second PDU 15 and the temperature of the permanent magnet of the power generation motor 13 is defined as a magnet margin temperature ΔT1, and the predetermined upper limit temperature and the temperature of the chip of the second PDU 15 Is the tip margin temperature ΔT2, and the sum of the magnet margin temperature ΔT1 and the tip margin temperature ΔT2 is the generator margin temperature ΔT.

If the predetermined upper limit temperature is the upper limit magnet temperature required to prevent demagnetization due to overheating of a permanent magnet (not shown) provided in the power generation motor 13, for example, The temperature of the permanent magnet (generator magnet temperature) provided in the motor 13 is, for example, as shown in FIG. 4, a predetermined correspondence (for example, the torque or the rotational speed) with respect to the torque and the rotational speed of the power generation motor 13. And the like.
Accordingly, the temperature determination unit 24 acquires the generator magnet temperature according to the torque and the rotation speed of the power generation motor 13, and determines the difference between the predetermined upper limit temperature (upper limit magnet temperature) and the generator magnet temperature. The margin temperature ΔT may be used.

  The driving force calculation unit 25 detects a detection signal output from the rotation number detection unit 34 that detects the rotation number of each motor 11, 13 and a detection signal output from the torque detection unit 35 that detects the torque of each motor 11, 13. Based on the signals, the outputs and driving forces of the motors 11 and 13 are calculated.

  The main control unit 26 refers to the various data stored in the memory 21 and the time measured by the timer 22, and based on the detection results of the various detection units 31, 34, 35 and the various sensors 32, 33, for example, each motor 11 , 13 is subjected to current feedback control according to the detection result of the phase current sensor 40 for detecting the phase current energized, and command signals for instructing the operation of the motors 11, 13 are output.

The main control unit 26 controls the charge amount and the discharge amount of the battery 17 based on the state of the power generation motor 13 and the state of the battery 17.
Then, the output of the power generation motor 13 is controlled based on the state of the power generation motor 13 and the charge amount and discharge amount of the battery 17.

  For example, the main control unit 26 is calculated by the remaining capacity (SOC) of the battery 17 acquired by the SOC determination unit 23, the generator margin temperature ΔT calculated by the temperature determination unit 24, and the driving force calculation unit 25. Based on the output and driving force of each motor 11, 13, the temperature of the battery 17 detected by the battery temperature sensor 33, and the speed (vehicle speed) of the hybrid vehicle 1 detected by the vehicle speed sensor 32, the amount of charge to the battery 17 And the amount of discharge is calculated.

  Note that the main control unit 26 determines whether or not the driving state of the hybrid vehicle 1 is within a predetermined continuous driving enabled region, and when it is determined that the driving state is outside the continuous driving enabled region. The charge amount and the discharge amount of the battery 17 are controlled so that the temperature of the power generation motor 13 (for example, the generator magnet temperature) is maintained below a predetermined demagnetization prevention temperature (for example, the upper limit magnet temperature), and the operation state is When it is determined that it is within the continuously operable region, the charge amount and discharge amount of the battery 17 are controlled regardless of the demagnetization prevention temperature.

  For example, as shown in FIG. 5, the predetermined continuous operation possible region is an operation region corresponding to the speed (vehicle speed) and driving force of the hybrid vehicle 1, and is included within the operable range B of the traveling motor 11, for example. The region corresponds to the limit output C of the power generation motor 13 (that is, the maximum output of the power generation motor 13 in a state in which a problem such as demagnetization of the permanent magnet due to overheating does not occur).

  Further, the main control unit 26 sets a target voltage V for the DC side voltage of each PDU 14, 15 (that is, the secondary side voltage of the DC / DC converter 16), and according to this target voltage V, each PDU 14, 15 The power conversion operation of the DC / DC converter 16 is controlled.

  The power instruction unit 27 outputs a control signal for controlling the power conversion operation of the first and second PDUs 14 and 15 according to the command signal output from the main control unit 27, and drives the driving motor 11 and generates power. The power generation of the power generation motor 13 by the power of the internal combustion engine 12 is controlled.

  The vehicular rotating electrical machine control apparatus 10 according to the present embodiment has the above-described configuration. Next, the operation of the vehicular rotating electrical machine control apparatus 10, in particular, the process of controlling the power generation motor 13 will be described.

First, for example, in step S01 shown in FIG. 6, it is determined based on the speed (vehicle speed) and driving force of the hybrid vehicle 1 whether or not the operating state of the hybrid vehicle 1 is within a predetermined continuous operation possible region.
If this determination is “YES”, the flow proceeds to step S 02.
On the other hand, if this determination is “NO”, the flow proceeds to step S 03 described later.
In step S02, the charge amount and the discharge amount of the battery 17 are controlled regardless of the predetermined demagnetization prevention temperature (for example, the upper limit magnet temperature) with respect to the temperature of the power generation motor 13 (for example, the generator magnet temperature). Execute the normal operation control process and go to the end.

  In step S03, the charge amount and the discharge amount of the battery 17 are set so that the temperature of the power generation motor 13 (for example, the generator magnet temperature) is maintained below a predetermined demagnetization prevention temperature (for example, the upper limit magnet temperature). The process of the demagnetization prevention operation control to control is performed.

Next, in step S04, various output values are acquired.
Next, in step S05, a generator margin temperature ΔT based on a difference between a predetermined upper limit temperature (upper limit magnet temperature) and the generator magnet temperature is calculated.
Next, in step S06, it is determined whether or not the generator margin temperature ΔT is less than zero.
If this determination is “YES”, the flow proceeds to step S07.
On the other hand, if this determination is “NO”, the flow proceeds to step S 08 described later.

In step S07, for example, power saving operation control is performed to reduce the output of the power generation motor 13 to such an extent that a state in which a problem such as demagnetization of the permanent magnet due to overheating does not occur can be maintained, and the process proceeds to the end.
In this power saving operation control, for example, while maintaining the operation state in which the operation state of the internal combustion engine 12 connected to the power generation motor 13 (for example, BSFC (Brake Specific Fuel Consumption etc.) becomes the best) By reducing the rotation speed and torque, the output of the power generation motor 13 is reduced regardless of the remaining capacity (SOC) of the battery 17, and the output of the traveling motor 11 is also reduced.

In step S08, an SOC target value SOCtar which is a target value for the remaining capacity (SOC) of the battery 17 is calculated.
The SOC target value SOCtar is, for example, a generator margin temperature ΔT, an SOC convergence value A including a remaining capacity of the battery 17 with little deterioration, and a proportional gain α obtained by a test performed in advance. Based on, for example, SOCtar = A × (1 + α × ΔT).

  The battery 17 is controlled to be charged or discharged according to the SOC target value SOCtar. For example, the correspondence between the operation ratio (charge ratio) indicating the ratio at which charging is executed and the SOC target value SOCtar is, for example, FIG. As shown in FIG. 4, if the SOC target value SOCtar is equal to or lower than a predetermined low side threshold (for example, 25%), the charging ratio is set to 100%, and the SOC target value SOCtar is equal to or higher than the predetermined high side threshold (for example, 75%). If so, the charging rate is set to 0%, and the charging rate is set to decrease from 100% to 0% as the SOC target value SOCtar increases from the predetermined low side threshold value to the high side threshold value. ing.

Next, in step S09, it is determined whether or not the remaining capacity (SOC) of the battery 17 detected by the SOC detection unit 31 is larger than the SOC target value SOCtar.
If this determination is “NO”, the flow proceeds to step S 10.
On the other hand, if this determination is “YES”, the flow proceeds to step S 12 described later.

And in step S10, the charge mode control which controls the charge amount of the battery 17 is performed.
In step S11, discharge mode control for controlling the discharge amount of the battery 17 is executed.

  Next, in step S12, for example, the remaining capacity (SOC) of the battery 17 detected by the SOC detection unit 31, the SOC target value SOCtar, the generator margin temperature ΔT, the proportional gain α, and the terminal of the battery 17 A charge / discharge amount ΔP which is a charge amount or a discharge amount of the battery 17 is calculated by the following mathematical formula (1) based on the inter-voltage V and a predetermined proportionality coefficient I.

According to the above formula (1), when the remaining capacity (SOC) of the battery 17 is small, the charge / discharge amount ΔP <0 and the charging mode is established, and the charge / discharge amount (that is, the charge amount) ΔP is As the machine margin temperature ΔT increases, the tendency increases.
On the other hand, when the remaining capacity (SOC) of the battery 17 is large, the charge / discharge amount ΔP> 0 and the discharge mode is set, and the charge / discharge amount (that is, the discharge amount) ΔP increases as the generator margin temperature ΔT increases. It changes to a trend.

Next, in step S13, based on the charge / discharge amount ΔP and the operating state of the power generation motor 13 (for example, the current rotation speed Ngen (i) and torque Tgen (i)), a new power generation motor 13 is generated. An operating point (for example, a new rotation speed Ngen (i + 1) and torque Tgen (i + 1)) is calculated, and the process proceeds to the end.
Note that the rotational speed Ngen (i + 1) = the rotational speed Ngen (i) + the rotational speed change ΔNgen and the torque Tgen (i + 1) = the torque Tgen (i) + the torque change ΔTgen, and the load change ΔNgen × ΔTgen = charge The discharge amount ΔP is set.

  As a result, for example, the load (ΔNgen) decreases as the rotational speed and torque decrease in a state in which the operation state (for example, BSFC) of the internal combustion engine 12 connected to the power generation motor 13 is maintained in the best state. × ΔTgen) is offset by the charge / discharge amount (that is, discharge amount) ΔP due to the execution of the discharge mode, and the output of the traveling motor 11 is maintained unchanged.

  On the other hand, for example, an increase in load (ΔNgen ×) due to an increase in the rotational speed and torque while maintaining an operation state in which the operation state (for example, BSFC) of the internal combustion engine 12 connected to the power generation motor 13 is the best. ΔTgen) is offset by the charge / discharge amount (that is, the charge amount) ΔP due to the execution of the charge mode, and the output of the traveling motor 11 is maintained unchanged.

For example, as shown in the following Table 1 and FIGS. 8A to 8C, the discharge mode is set in a state where the remaining capacity (SOC) of the battery 17 is higher than a medium level (for example, a state where the SOC is higher than 50%). Is executed, for example, the rotational speed is lowered while maintaining the operation state in which the operation state (for example, BSFC) of the internal combustion engine 12 connected to the power generation motor 13 is the best.
In this case, as the generator margin temperature ΔT increases, priority is given to the increase in operating efficiency of the power generation motor 13 and control is performed so that the change in rotational speed (that is, the decrease in rotational speed) ΔNgen becomes smaller.
On the other hand, the lower the generator margin temperature ΔT, the higher the rotational speed change (that is, the lower rotational speed) ΔNgen is controlled, giving priority to the temperature reduction of the power generation motor 13.

Further, for example, as shown in the following Table 1 and FIGS. 9A to 9C, in a state where the remaining capacity (SOC) of the battery 17 is less than medium (for example, a state where the SOC is less than 50%). When the charging mode is executed, for example, the rotational speed increases in a state in which the operating state (for example, BSFC) of the internal combustion engine 12 connected to the power generation motor 13 is the best is maintained.
In this case, the higher the generator margin temperature ΔT, the higher the output of the power generation motor 13 is prioritized, and the rotation speed change (that is, the increase in the rotation speed) ΔNgen is controlled to increase.
On the other hand, as the generator margin temperature ΔT decreases, the output of the power generation motor 13 is increased, and priority is given to protecting the temperature of the power generation motor 13 from becoming higher than a predetermined upper limit temperature. That is, control is performed so that ΔNgen becomes smaller (that is, the amount of charge decreases).

  As described above, the vehicular rotating electrical machine control apparatus 10 according to the present embodiment controls the charge amount and the discharge amount of the battery 17 based on the states of the power generation motor 13 and the battery 17, and thus the power generation motor. The desired output of the traveling motor 11 can be ensured while preventing the 13 from overheating.

  Furthermore, since the charge amount and discharge amount of the battery 17 are controlled based on the generator margin temperature ΔT, overheating of the power generation motor 13 and the second PDU 15 (that is, exceeding the upper limit temperature) is accurately prevented, Operation efficiency of the motors 11 and 13 and the internal combustion engine 12 can be flexibly controlled within a range where the temperature of the power generation motor 13 and the second PDU 15 does not reach the upper limit temperature, thereby improving the operation efficiency.

Furthermore, even if the driving state of the hybrid vehicle 1 is outside the continuously operable region, it is possible to accurately prevent the generation motor 13 from demagnetizing, and if the operating state of the hybrid vehicle 1 is within the continuously operable region. Driving efficiency can be improved by flexible driving control.
Furthermore, it is possible to prevent the battery 17 from being overdischarged or overcharged.

  In the above-described embodiment, the temperature determination unit 24 sets the generator margin temperature ΔT as the sum of the magnet margin temperature ΔT1 and the tip margin temperature ΔT2, but may further add a coil temperature. Thereby, the influence of the field weakening current accompanying a voltage change can be considered.

In the embodiment described above, the hybrid vehicle 1 is not limited to the series type, and may be, for example, a hybrid vehicle having functions of both a series type and a parallel type, or a power split type hybrid vehicle.
Further, the vehicular rotating electrical machine control device 10 is not limited to the hybrid vehicle 1, and may be mounted on an electric vehicle in which a traveling motor (MOT) 11 is coupled to the drive wheels W, for example.

DESCRIPTION OF SYMBOLS 1 Hybrid vehicle 10 Rotating electrical machine control apparatus 11 for vehicles Traveling motor (Rotating electrical machine for traveling)
12 Internal combustion engine 13 Motor for power generation (rotating electrical machine for power generation)
14 First PDU
15 Second PDU (energization control means)
17 Battery (power storage device)
18 MGECU (control means)
24 Temperature determination unit (temperature margin calculation means)
26 Main control unit (operating state determination means)
27 Power instruction section 31 SOC detection section (remaining capacity detection means)
32 Vehicle speed sensor (driving condition detection means)
34 Rotational speed detection unit (operating state detection means)
35 Torque detector (operating state detector)

Claims (3)

A rotating electrical machine for traveling that generates a traveling driving force of the vehicle;
A rotating electric machine for power generation that generates power by the power of the internal combustion engine;
A power storage device that exchanges electrical energy with the traveling rotating electrical machine and the power generating rotating electrical machine;
Energization control means for performing energization control of the rotating electrical machine for power generation;
A temperature margin calculating means for calculating a temperature margin with respect to an upper limit temperature that allows operation of the rotating electric machine for power generation and the energization control means based on the temperature of the rotating electric machine for power generation and the temperature of the energization control means;
Driving state detecting means for detecting the driving state of the vehicle;
An operation state determination unit that determines whether or not the operation state detected by the operation state detection unit is within a continuously operable region corresponding to a maximum output that does not cause demagnetization due to overheating of the power generating rotating electrical machine; ,
Control means for controlling a charge amount and a discharge amount of the power storage device based on the state of the rotating electrical machine for power generation, the state of the power storage device, and the temperature margin;
With
The control means includes
When the operation state is determined to be outside the continuously operable region by the operation state determination unit, the amount of charge of the power storage device and the power storage device so as to maintain the temperature of the power generation rotating electrical machine below the upper limit temperature and Control the amount of discharge,
When the operation state determination means determines that the operation state is within the continuously operable region, the charge amount and the discharge amount of the power storage device are controlled regardless of the upper limit temperature.
A vehicular rotating electrical machine control device. 2. The vehicle according to claim 1, wherein the energization control unit controls an output of the power generating rotating electrical machine based on a state of the power generating rotating electrical machine and a charge amount and a discharge amount of the power storage device. Rotating electrical machine control device. A remaining capacity detecting means for detecting a remaining capacity of the power storage device;
The control means includes
If the remaining capacity is greater than or equal to a predetermined value, the amount of discharge of the power storage device is controlled,
The vehicular rotating electrical machine control device according to claim 1 or 2 , wherein when the remaining capacity is less than the predetermined value, a charge amount of the power storage device is controlled.

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