JP6371632B2 - Rotating electric machine temperature estimation device for engine electric hybrid vehicle - Google Patents

Description

  The present invention relates to a rotating electrical machine temperature estimation device for estimating a temperature of a rotating electrical machine directly connected to a primary shaft or a secondary shaft of a continuously variable transmission from an oil temperature of oil flowing through the rotating electrical machine in an engine electric hybrid vehicle, In particular, the present invention relates to a device that reduces the estimation error caused by the heat generated by the variator.

In a permanent magnet embedded in a rotor of a motor generator (rotary electric machine) of an engine electric hybrid vehicle, when it is operated as a motor and receives a variable magnetic field from a coil of a stator, a Joule loss (magnet loss) caused by an eddy current Will occur.
In particular, when overmodulation PWM or rectangular wave control is used to increase the motor output, the voltage waveform deviates from the sine wave voltage waveform, so that the eddy current increases due to distortion of the current waveform, resulting in joule loss. Increase.

Permanent magnets have a temperature characteristic in which the coercive force decreases when exposed to a high temperature environment. For this reason, when a large torque is output in a high temperature environment, the magnet is irreversibly demagnetized, and the output performance is degraded.
Therefore, it is necessary to prevent demagnetization of the magnet by limiting the output torque as the motor temperature (magnet temperature) increases.

However, since the rotor of the motor in which the magnet is embedded is a rotating body, it is difficult to directly detect the temperature of the magnet using, for example, a wired sensor.
For this reason, conventionally, the shaft center portion of the rotor of the motor is hollow and filled with oil, and the output torque of the motor is limited when the temperature of the rotating electrical machine estimated based on the temperature of the oil exceeds a predetermined limit value. It is known.

As a conventional technique related to a motor generator of an engine electric hybrid vehicle, for example, Patent Document 1 discloses a technique in which a portion around a shaft center of a rotor holding a permanent magnet is hollow and a coolant such as insulating cooling oil is allowed to flow therethrough. Have been described.
Patent Document 2 describes that the rotational speed of the internal combustion engine and the target electric power of the generator motor are controlled so that the temperature of the generator motor does not exceed the allowable limit temperature.

JP 2009-118712 A JP 2008-222222 A

In an engine electric hybrid vehicle, a configuration is known in which a rotor of a motor generator is directly connected to a rotary shaft provided with a pulley of a continuously variable transmission (CVT) that changes the rotational output of the engine.
For example, when the CVT is a chain type CVT that carries a chain between a pair of pulleys and changes the effective diameter of each pulley continuously, the engine rotation output is input via a torque converter or the like. There is known a configuration in which a primary shaft provided with a primary pulley and a rotation shaft of a motor generator are directly connected.
However, when the rotating electrical machine is arranged adjacent to the variator (transmission mechanism) as described above, if the temperature of the rotating electrical machine is estimated based on the temperature of the CVT oil as described above, the oil from the variator that generates heat by the input power, etc. Therefore, the difference between the oil temperature and the actual temperature of the rotating electrical machine increases, and the temperature estimation error of the rotating electrical machine increases.
As a result, even if the magnet temperature is actually low and output restriction is not required, if the detection value of the oil temperature sensor becomes high due to heat received from the variator, it is essential that the magnet is hot. There was a problem that the power performance and fuel consumption performance deteriorated due to the output limitation without the power.
In view of the above-described problems, an object of the present invention is to provide a rotating electric machine temperature estimation device for an engine electric hybrid vehicle in which an estimation error due to heat generated by a variator is reduced.

The present invention solves the above-described problems by the following means.
The invention according to claim 1 is a rotating electrical machine temperature estimation device for an engine electric hybrid vehicle having a continuously variable transmission and a rotating electrical machine, wherein the continuously variable transmission includes a primary pulley to which a rotational output of the engine is input; A variator having a secondary pulley that is driven by the primary pulley and transmits power to the driving wheel; an annular power transmission member wound around the primary pulley and the secondary pulley; and an oil pump that supplies oil to the variator The rotating electrical machine has a rotation center shaft in series with a rotation shaft provided with the primary pulley or the secondary pulley, and at least a part of the oil discharged from the oil pump is passed therethrough, and the rotation The electric machine temperature estimation device is a variableer for estimating a heat generation amount in the variator. Temperature estimation means for correcting the output of the oil temperature sensor for detecting the temperature of the oil based on the amount of heat generated by the variator estimated by the variator heat generation estimation means and estimating the temperature of the rotating electrical machine The rotary electric machine has a rotor that holds a magnet and has a hollow area in the vicinity of the rotation center axis, and the hollow portion of the rotor supplies oil from the oil pump to the variator. In addition, the rotating electric machine temperature estimation device for an engine electric hybrid vehicle is characterized in that oil passing through the inside constitutes a part of an oil path that receives heat from the magnet .
According to this, by correcting the output of the oil temperature sensor in accordance with the estimated heat generation amount of the variator, errors due to the heat generated by the variator can be reduced, and the temperature estimation accuracy of the rotating electrical machine can be improved.

Also, with a possible cooling of the magnet of the rotary electric machine by the oil, by approximating the temperature of the magnet of the oil, it is possible to improve the temperature estimation accuracy of the magnet.

The invention according to claim 2 is characterized in that the variator heat generation estimation means is based on an input torque to the variator, a hydraulic pressure and a gear ratio of the variator, and a rotational speed of a pulley on a side to which the rotating electrical machine is connected. The rotary electric machine temperature estimation device for an engine electric hybrid vehicle according to claim 1, wherein the heat generation amount in the variator is estimated.
According to this, it is possible to accurately estimate the amount of heat generated in the variator using parameters that are relatively easy to detect, and to improve the temperature estimation accuracy of the rotating electrical machine.

  As described above, according to the present invention, it is possible to provide a rotating electric machine temperature estimation device for an engine electric hybrid vehicle in which an estimation error due to heat generated by a variator is reduced.

It is a figure which shows the structure of the power train of the vehicle which has the Example of the rotary electric machine temperature estimation apparatus of the engine electric hybrid vehicle to which this invention is applied. FIG. 2 is a schematic cross-sectional view of a motor generator in the power train of FIG. 1. It is a flowchart which shows the operation | movement at the time of magnet temperature estimation and protection control of the motor generator in the power train of an Example. It is a graph which shows an example of transition of each parameter in a power train which has a rotary electric machine temperature estimating device of a comparative example of the present invention. It is a graph which shows an example of transition of each parameter in a power train of an example.

  An object of the present invention is to provide a rotating electric machine temperature estimation device for an engine electric hybrid vehicle in which an estimation error due to heat generated by a variator is reduced, and to detect the temperature of CVT oil flowing through a rotor shaft center of a motor generator, The problem was solved by correcting the detected oil temperature with the variator heat generated by the input torque to the variator, gear ratio, hydraulic pressure, etc., and estimating the temperature of the motor generator.

Embodiments of a rotary electric machine temperature estimation device (hereinafter simply referred to as “temperature estimation device”) for an engine electric hybrid vehicle to which the present invention is applied will be described below.
FIG. 1 is a diagram showing a configuration of a power train of a vehicle having an embodiment of a temperature estimation device to which the present invention is applied.
The power train of the embodiment is mounted on an automobile such as a passenger car, for example.

  The power train 1 includes an engine 10, a torque converter 20, a continuously variable transmission (CVT) 30, an AWD transfer 40, a motor generator 100, an engine control unit (ECU) 210, an automatic transmission control unit (ATCU) 220, and a hybrid control unit. (HEVCU) 230 and the like.

The engine 10 is an internal combustion engine such as a 4-stroke gasoline engine or a diesel engine.
The engine 10 is used as a driving power source for a vehicle.
The output torque of the engine 10 is input to the input side (impeller side) of the torque converter 20.

Torque converter 20 is a fluid coupling that transmits the rotational output of engine 10 to CVT 30.
The torque converter 20 includes an impeller connected to the crankshaft of the engine 10 via a damper, a turbine connected to the primary pulley 31 of the CVT 30, and a stator disposed therebetween. .
The torque converter 20 includes a lockup clutch that substantially directly connects the input / output shaft when a predetermined lockup condition is satisfied.
The lockup clutch is controlled by an ATCU 220 described later.

The continuously variable transmission (CVT) 30 decelerates or increases the rotational output of the engine 10 input via the torque converter 20.
As an example, the CVT 30 includes a chain-type variator (transmission mechanism) including a primary pulley 31, a secondary pulley 32, a chain 33, and the like.

The primary pulley 31 and the secondary pulley 32 are power transmission members that are respectively rotatable about rotation axes arranged in parallel.
The primary pulley 31 is disposed concentrically with the output shaft of the torque converter 20 (concentric with the crankshaft of the engine 10), and is connected to the turbine of the torque converter 20.
The primary pulley 31 is provided with a rotation speed sensor (not shown) that detects the rotation speed (rotation speed).
The secondary pulley 32 is connected to the input shaft portion of the AWD transfer 40.

The chain 33 is formed in an annular shape, is stretched between the primary pulley 31 and the secondary pulley 32, and transmits power between them.
The primary pulley 31 and the secondary pulley 32 are each configured by opposing a pair of sheaves having a contact surface with the chain 33 formed in a tapered shape, and the chain 33 is changed by continuously changing the sheave interval. The effective diameter to be wound can be changed steplessly.
At one end in the axial direction of the primary pulley 31, a chamber 31 a is provided in which CVT oil is charged or discharged by a transmission control valve (not shown) controlled by the ATCU 220.
The chamber 31a functions as a hydraulic actuator that changes the sheave width of the primary pulley 31 by hydraulic pressure.
The ATCU 220 has a function of detecting the actual gear ratio of the CVT 30, and performs feedback control so that the detected gear ratio approaches a target gear ratio set based on the driving state of the vehicle.

The CVT 30 includes an oil pump 34 that pressurizes and discharges CVT oil, and an oil temperature sensor 35 that detects the temperature of the oil discharged by the oil pump 34.
The CVT oil discharged from the oil pump 34 is introduced into the chamber 31 a through an oil passage formed in the hollow portion 122 of the rotor 120 of the motor generator 100 after the temperature is measured by the oil temperature sensor 35.
The CVT oil discharged from the chamber 31a flows down in the transmission case by its own weight, lubricates and cools other parts such as the chain 33 and the secondary pulley 32, and is stored in an oil pan formed in the lower part of the transmission case. Is done.
The CVT oil stored in the oil pan is again sucked up by the oil pump 34, pressurized and discharged.

The AWD transfer 40 is a driving force distribution mechanism that distributes the rotational output of the CVT 30 to the front differential 41 and the rear differential 42.
The AWD transfer 40 includes a differential mechanism that absorbs the difference between the rotational speeds of the front and rear wheels, a differential limiting mechanism that limits the operation of the differential mechanism when traveling on a low μ road, and a torque distribution variable mechanism that changes the torque distribution of the front and rear wheels. Etc. are provided.
The front differential 41 and the rear differential 42 transmit driving force to the left and right front wheels and rear wheels via drive shafts, respectively.
The front differential 41 and the rear differential 42 include a differential mechanism that absorbs the difference in rotational speed between the left and right wheels, a final reduction mechanism that decelerates the rotational output of the AWD transfer 40, and the like.

The motor generator 100 is a rotating electrical machine that is used as a power source for vehicle travel for motor assist, EV travel, and the like, and is used as a regenerative generator when the vehicle is decelerated.
As the motor generator 100, for example, a permanent magnet (PM) type three-phase synchronous motor is used.
FIG. 2 is a schematic cross-sectional view of the motor generator in the power train of FIG. 1 and is a view of the stator and the rotor cut along a plane orthogonal to the rotation center axis.

As shown in FIG. 2, the motor generator 100 includes a stator 110, a rotor 120, and the like.
Stator 110 is a stator fixed to the transmission case.
The stator 110 has a plurality of teeth 112 formed to protrude from the inner peripheral surface of the main body 111 formed in an annular shape toward the inner diameter side.
A plurality of teeth 112 are provided dispersed in the circumferential direction.
A winding of a coil 113 is wound around the tooth 112.
The coil 113 is divided into three phases of U phase, V phase, and W phase.

The rotor 120 is a rotor that is inserted on the inner diameter side of the stator 110 and is supported so as to be rotatable about the rotation center axis with respect to the stator 110.
The rotor 120 is formed in a cylindrical shape by an electromagnetic steel plate such as a silicon steel plate.
In the vicinity of the outer peripheral surface portion of the rotor 120, a plurality of permanent magnets (PM) 121 are dispersed in the circumferential direction, for example, four are embedded.
In the vicinity of the rotation center axis of the rotor 120, a hollow portion 122 extending along the rotation center axis is formed.
The hollow portion 122 constitutes a part of an oil passage for supplying CVT oil from the oil pump 34 to the chamber 31 a of the primary pulley 31.
When the CVT oil passes through the hollow portion 122, the CVT oil receives heat from the permanent magnet 121 of the rotor 120 and is heated, and cools the rotor 120.

The motor generator 100 includes an inverter 140 that supplies power supplied from the high-voltage battery 130 to the coils 113 of each layer of UVW.
The high voltage battery 130 is a secondary battery that supplies electric power when the motor generator 100 is driven as a motor.
The high voltage battery 130 includes, for example, a lithium ion battery, a nickel metal hydride battery, and the like, and an output voltage of, for example, 100 V or more can be obtained by connecting a plurality of cells in series.

The inverter 140 converts DC power supplied from the high voltage battery 130 into AC power and supplies it to the coils 113 of each phase of the motor generator 100 to generate a rotating magnetic field.
The output voltage and waveform of the inverter 140 are appropriately set according to the motor torque command value instructed from the HEVCU 230.
Inverter 140 has a function of estimating the output torque of motor generator 100 and transmitting it to HEVCU 230.
Further, during regenerative power generation, motor generator 100 supplies power to high voltage battery 130 via inverter 140 to charge high voltage battery 130.

The engine control unit (ECU) 210 comprehensively controls the engine 10 and its auxiliary equipment.
The ECU 210 includes, for example, an information processing unit such as a CPU, a storage unit such as a RAM and a ROM, an input / output interface, a bus connecting these, and the like.
The ECU 210 adjusts the output of the engine 10 by controlling the throttle valve opening, the supercharging pressure, and the like according to the engine torque command value instructed from the HEVCU 230.
The ECU 210 has a function of estimating the current output torque of the engine 10 and transmitting it to the HEVCU 230.

The automatic transmission control unit (ATCU) 220 controls the CVT 30, the AWD transfer 40, and their auxiliary equipment in an integrated manner.
The ATCU 220 includes, for example, an information processing unit such as a CPU, a storage unit such as a RAM and a ROM, an input / output interface, a bus connecting these, and the like.
The ATCU 220 controls the transmission ratio of the CVT 30, the lock-up state of the torque converter 20, the fastening force of the AWD transfer 40, and the like.
The ATCU 220 sends information on the oil temperature of the CVT oil detected by the oil temperature sensor 35, the oil pressure of the chamber 31a, the rotation speed (rotational speed) of the primary pulley 31, the transmission ratio of the CVT 30, the CVT oil flow rate of the torque converter 20 to the HEVCU 230. introduce.

The hybrid control unit (HEVCU) 230 transmits the engine torque command value and the motor torque command value to the ECU 210 and the inverter 140, respectively, in accordance with the driver request torque input from the accelerator pedal 231, and cooperates with the engine 10 and the motor generator 100. It is something to control.
The HEVCU 230 includes, for example, an information processing unit such as a CPU, a storage unit such as a RAM and a ROM, an input / output interface, a bus connecting these components, and the like.
The HEVCU 230 can communicate with the ECU 210, the ATCU 220, and the like via an in-vehicle LAN such as a CAN communication system.
The HEVCU 230 estimates the temperature of the permanent magnet 121 of the motor generator 100. If the estimated temperature is equal to or higher than the preset output limit start temperature, the motor torque command value is suppressed and the permanent magnet 121 Execute protection control to prevent irreversible demagnetization due to overheating.
That is, the HEVCU 230 also functions as a variator heat generation estimation unit and a temperature estimation unit according to the present invention.

Hereinafter, the operation of the temperature estimation apparatus of the above-described embodiment will be described.
The temperature estimation device according to the embodiment estimates the temperature of the permanent magnet 121 of the motor generator 100, and performs protective control to prevent irreversible demagnetization by limiting the output when the estimated temperature is equal to or higher than a predetermined value. Is what you do.
FIG. 3 is a flowchart illustrating an operation at the time of magnet temperature estimation and protection control of the motor generator in the power train of the embodiment.
Hereinafter, the steps will be described step by step.

<Step S01: CVT oil temperature sensor value acquisition>
The HEVCU 230 acquires the sensor value (measured value) of the oil temperature sensor 35 of the CVT 30 from the ATCU 220.
Thereafter, the process proceeds to step S02.

<Step S02: CVT input power calculation>
The HEVCU 230 calculates CVT input power.
The CVT input power is energy input from the torque converter 20 and the motor generator 100 to the CVT 30.
The CVT input power can be obtained by multiplying the value obtained by adding the output torque (motor torque) of the motor generator 100 and the turbine torque of the torque converter 20 by the rotation speed of the primary pulley 31.
The turbine torque of the torque converter 20 can be calculated based on the engine torque transmitted from the ECU 210 and the torque amplification ratio obtained from the oil flow rate of the torque converter 20.
Thereafter, the process proceeds to step S03.

<Step S03: Primary pulley loss calculation>
The HEVCU 230 calculates a loss (primary pulley loss) that causes heat generation of the primary pulley 31.
The primary pulley loss is calculated by multiplying the CVT input power calculated in step S02 by a map value read from a loss map prepared in advance.
The loss map is configured such that a map value (coefficient) to be multiplied by the CVT power is determined in accordance with the hydraulic pressure of the chamber 31a, the rotation speed of the primary pulley 31, and the transmission ratio of the CVT 30.
Thereafter, the process proceeds to step S04.

<Step S04: Calculate Motor Magnet Temperature Estimated Value>
HEVCU 230 calculates an estimated motor magnet temperature value.
The estimated motor magnet temperature is the estimated temperature of the permanent magnet 121.
The estimated motor magnet temperature value is calculated by correcting the CVT oil temperature sensor value detected by the oil temperature sensor 35 by subtracting the map value read from the magnet temperature correction map.
The magnet temperature correction map is configured such that a map value that is a correction value of the estimated motor magnet temperature is determined in accordance with the primary pulley loss calculated in step S03.
Thereafter, the process proceeds to step S05.

<Step S05: Determination of Motor Output Limit Ratio>
HEVCU 230 determines a motor output limit rate.
The motor output limit rate is determined by a motor magnet temperature map from which a map value is read in accordance with the estimated motor magnet temperature value calculated in step S04.
The map value (motor output limit rate) of the motor magnet temperature map is 100% (no limit) when the estimated motor magnet temperature is less than the preset output limit start temperature, and the estimated motor magnet temperature is When the temperature is equal to or higher than the output restriction start temperature, the temperature is set to decrease as the estimated motor magnet temperature increases.
Thereafter, the process proceeds to step S06.

<Step S06: Calculation of Motor Torque Command Value>
HEVCU 230 calculates a motor torque command value to be instructed to inverter 140.
The motor torque command value is calculated by multiplying the motor output restriction rate calculated in step S05 by the map value read from the required driving force map (motor torque command value when output restriction is not performed).
The requested driving force map is configured such that a motor torque command value to be generated by the motor generator 100 is read as a map value in accordance with a driver requested torque input from the accelerator pedal 231.
Thereafter, the process proceeds to step S07.

<Step S07: Motor Torque Output Process>
HEVCU 230 outputs a motor torque command value after being multiplied by the motor output limit rate to inverter 140 to cause motor generator 100 to generate a predetermined torque.
Thereafter, the series of processing is terminated (returned).

Hereinafter, the effects of the embodiment will be described in comparison with the temperature estimation device of the comparative example of the present invention.
In the description of the comparative example, portions that are substantially the same as those in the above-described embodiment are denoted by the same reference numerals, description thereof is omitted, and differences are mainly described.
The temperature estimation device of the comparative example does not perform correction in consideration of the heat generated by the variator, and uses the detected value of the oil temperature sensor 35 as it is as the estimated temperature of the motor generator 100.

FIG. 4 is a graph showing an example of the transition of each parameter in the power train having the rotating electrical machine temperature estimation device of the comparative example of the present invention.
In FIG. 4, the horizontal axis indicates time, and the vertical axis indicates the rotation speed of the primary pulley 31, the torque (turbine torque) input from the turbine of the torque converter 20 to the primary pulley 31, and the output of the motor generator 100 in order from the top. The torque (motor torque), the loss in the primary pulley 31, the actual temperature of the permanent magnet 121 (not actually measurable), and the estimated temperature value of the permanent magnet 121 are shown (the same applies in FIG. 5 described later).

In the comparative example shown in FIG. 4, the estimated motor magnet temperature (the sensor value of the oil temperature sensor 35) increases in accordance with the increase in the primary pulley rotation speed, motor torque, and turbine torque after the operation starts. Since the sensor value of 35 (oil temperature of CVT oil) includes the influence of heat reception on the CVT oil due to the loss of the primary pulley, the motor magnet temperature is estimated according to the increase in input power to the primary pulley 31. The value indicates a tendency to deviate in the direction of increasing with respect to the actual motor magnet temperature.
As a result, even if there is a margin in the actual motor magnet temperature, the estimated motor magnet temperature exceeds the output limit start temperature, and motor torque limitation that is not originally necessary is performed.
If the motor torque that is originally not necessary is limited as described above, the reduction in the motor performance is covered by the decrease in the power performance or the increase in the torque of the engine 10 (increase in the turbine torque in FIG. 4). Cause.

FIG. 5 is a graph showing an example of transition of each parameter in the power train of the example.
In the embodiment shown in FIG. 5, by correcting the sensor value of the oil temperature sensor 35 based on the estimated value of the primary pulley loss, the error of the estimated motor magnet temperature value from the actual motor magnet temperature is reduced. The estimation accuracy can be improved.
As a result, it is possible to avoid limiting the motor torque that is not originally required as in the comparative example, and it is possible to improve the power performance and the fuel consumption performance.
For example, in FIG. 5, although the same turbine torque and motor torque as those in the comparative example in FIG. 4 are input to the primary pulley, the output restriction as in the comparative example is not performed.
As described above, according to this embodiment, it is possible to provide a rotating electric machine temperature estimation device for an engine electric hybrid vehicle in which an estimation error due to heat generated by a variator is reduced.

(Modification)
The present invention is not limited to the embodiments described above, and various modifications and changes are possible, and these are also within the technical scope of the present invention.
(1) The configurations of the temperature estimation device and the power train are not limited to the above-described embodiments, and can be changed as appropriate.
(2) Although the motor generator is directly connected to the primary pulley in the embodiment, the motor generator may be directly connected to the secondary pulley. In this case, the oil temperature sensor value may be corrected by estimating the heat generation amount of the secondary pulley.
(3) In the embodiment, the CVT is a chain type, for example, but may be a belt type CVT in which power transmission between pulleys is performed by a belt.
(4) In order to further improve the temperature estimation accuracy, a history of primary pulley loss after the start of operation may be accumulated, and the motor magnet temperature estimated value may be corrected based on this history.

1 Powertrain 10 Engine 20 Torque converter 30 Continuously variable transmission (CVT)
31 Primary pulley 31a Chamber 32 Secondary pulley 33 Chain 34 Oil pump 35 Oil temperature sensor 40 AWD transfer 41 Front differential 42 Rear differential 100 Motor generator 110 Stator 111 Main body 112 Teeth 113 Coil 120 Rotor 121 Permanent magnet 122 Hollow part 210 Engine control unit (ECU)
220 Automatic transmission control unit (ATCU)
230 Hybrid Control Unit (HEVCU)
231 Accelerator pedal

Claims (2)

A rotary electric machine temperature estimation device for an engine electric hybrid vehicle having a continuously variable transmission and a rotary electric machine,
The continuously variable transmission is
A primary pulley to which the rotational output of the engine is input;
A secondary pulley driven by the primary pulley and transmitting power to the drive wheels;
A variator having an annular power transmission member wound around the primary pulley and the secondary pulley;
An oil pump for supplying oil to the variator,
The rotating electrical machine has a rotation center shaft in series with a rotation shaft provided with the primary pulley or the secondary pulley and at least a part of the oil discharged from the oil pump is passed therethrough,
The rotating electrical machine temperature estimation device includes:
Variator heat generation estimation means for estimating a heat generation amount in the variator;
Temperature estimation means for correcting the output of the oil temperature sensor for detecting the temperature of the oil based on the heat generation amount of the variator estimated by the variator heat generation estimation means, and estimating the temperature of the rotating electrical machine ,
The rotating electrical machine holds a magnet and has a rotor formed in a hollow area near the rotation center axis.
The hollow portion of the rotor supplies oil from the oil pump to the variator, and the oil passing through the rotor constitutes a part of an oil passage that receives heat from the magnet.
An apparatus for estimating the temperature of a rotating electric machine for an engine electric hybrid vehicle. The variator heat generation estimation means includes:
Input torque to the variator;
Oil pressure and transmission ratio of the variator;
2. The rotating electrical machine temperature estimation device for an engine electric hybrid vehicle according to claim 1, wherein a heat generation amount in the variator is estimated based on a rotational speed of a pulley on a side to which the rotating electrical machine is connected.

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