JPH02305331A - Engine control device - Google Patents

Abstract

PURPOSE:To prevent heat loss and degradation of a transistor by restricting torque application in a device where torque is applied to an engine with an electric driving device when the temperature related to the temperature of the transistor in an energization flow control circuit exceeds a prescribed level. CONSTITUTION:An electric device 3 which functions as both of a generator and a motor is installed between an engine 1 and a gear box 2. The electric device 3 consists of an electric device body 30 as an electric driving device where positive or negative torque is applied to the engine 1, and a main circuit part 4 and a field controller 5 serving as an energization flow control circuit for the body. The main circuit part 4 includes plural transistors of 40a-40f, 45a and 45b which consist of an inverter and a voltage rise chopper. In this case, a temperature sensor 19 which detects the temperature related to the temperature of the respective transistors is installed, and when the detected temperature exceeds a prescribed level, control to bring the electric device body 30 into a torque applying state is restricted through a restriction device 25 in an ECU 6.

Description

DETAILED DESCRIPTION OF THE INVENTION [Industrial Application Field] The present invention includes an electric drive means for applying positive or negative torque to an engine and an energization control circuit for the electric drive means, and is capable of applying torque to the engine during a specific operation. This invention relates to an engine control device that can be attached to an engine.

[Conventional technology]

Conventionally, as shown in Japanese Patent Publication No. 61-54949, for example, a main body of an electric drive means for applying positive or negative torque to an engine, and an energization control circuit for the main body, and a motor and a power generation control circuit are provided. Electric devices that can be used for different purposes are known. That is, this device has a rotating field ti! attached to the crankshaft. The i-pole, the field coil that excites it, the stator core fixed to the engine body, and the three-phase stator wound around it.

The main body is composed of a cheetah coil, a circuit that controls energization to the field coil, and a circuit that controls energization to the stator coil. When the engine is started, current is passed through the field coil and stator coil to change the motor state (starter). ) to give torque to the engine, and after starting, the stator coil is de-energized and used as a generator. The circuit for controlling the current flowing to the stator coil has a plurality of transistors, and when the electric device is put into the motor state, the direction of the current flowing through each layer of the stator coil is controlled by the switching operation of each transistor. It has become.

In the invention disclosed in the above-mentioned publication, the electric device is placed in a motor state to apply torque only when the engine is started, and is placed in a generator state after the engine is started. It also operates in a torque-applying state during driving, for example, when starting or accelerating, it assists the driving force by applying positive torque to the engine, or periodically applies positive and negative torque during idling. It is also being considered to suppress engine torque fluctuations by controlling the operation of electrical devices so as to give

[Problem to be solved by the invention]

When applying torque to the engine during a specific operation using the electrical device described above, the stator is energized during the torque application operation, and current flows through the transistor of the circuit that controls the energization, increasing the internal resistance. This causes the transistor to heat up. Normally, the temperature of the transistor is maintained within a certain range by heat radiation, but depending on the heat radiation conditions, external temperature, etc., the temperature of the transistor may tend to TR.
If the torque applying operation is performed unregulated and a state in which a large current flows through the transistor continues, the temperature of the transistor increases excessively, which causes heat loss and deterioration of the transistor.

In view of these circumstances, the present invention provides an engine control device that can prevent the temperature of the transistor in the energization control circuit from rising excessively during the torque application operation, and can prevent heat loss, deterioration, etc. of the transistor. This is what we provide.

[Means to solve the problem]

In order to achieve the above object, the present invention includes an electric drive means that applies positive or negative torque to an engine, and a circuit incorporating a transistor, and provides an energization control that controls energization to the electric drive means. and detecting a temperature related to the temperature of the transistor, the engine control device comprising: a circuit for controlling the engine, the engine control device having the energization control circuit energizing the electric drive means to operate the electric drive means in a torque imparting state during a specific operation; temperature detection means,
A torque applying operation limiting means is provided for restricting control of operating the electric drive means to a torque applying state when the temperature detected by the temperature detecting means rises above a predetermined value.

The limitation by the torque applying operation limiting means may be such that the control for operating the electric drive means in the torque applying state is stopped, or may be such that the torque application is reduced.

[Effect]

According to the above configuration, when the temperature of the transistor rises, control for operating the electric drive means to apply torque is limited, thereby limiting the current flowing through the transistor, and suppressing heat generation of the transistor.

, 〔Example〕 Embodiments of the present invention will be described based on the drawings.

Figure 1 shows an outline of the entire engine control system. In this figure, 1 is an engine, 2 is a transmission connected to the output shaft of the engine 1 via a clutch, and 3 is an electric motor that also serves as a generator and a motor. It is a device.

This electric device 3 includes a main body 30 as an electric drive means that applies positive or negative torque to the engine, a main circuit section 4 as an energization control circuit for the main body 30, and a field controller 5. As detailed later,
The electric device main body 30 includes a field core 31, a field coil 32, ball cores 33a, 33b, a stator core 34, a stator coil 35, and the like. Further, the main circuit section 4 and the field controller 5 control energization to the stator coil 35 and the field coil 32, respectively. A plurality of transistors are incorporated, and in the embodiment, these transistors include MOS-FETs 40a to 4.
Of, 45a, and 45b are used. This electric device 3 is controlled by a control unit (ECU>6) and can be used as a generator or a motor.

The control unit 6 and main circuit section 4 are connected to a battery 9 via a circuit incorporating a relay 8 and key switches 7 including an ignition switch 7a and a starter switch 7b.

The control unit 6 includes a reference position sensor 11 and a 1° reference position sensor for detecting the reference position of the engine crank angle.
Each signal from the angle sensor 12 that detects the crank angle change for each CA (OA means crank angle) is sent to the amplifier 1.
3, the throttle opening sensor 16 detects the opening of the throttle valve 15 provided in the intake passage 14 of the engine 1, the clutch switch 17 detects engagement/disengagement of the clutch, and the transmission Neutral switch 18 and starter switch 7 that detect the neutral state
Each signal from b, etc. is also input.

Furthermore, a signal from a temperature sensor 19 that detects a temperature related to the temperature of the transistor of the main circuit section 4 is also input to the control unit 6. The temperature sensor 19 is
It is provided in the unit constituting the main circuit section 4 at a position close to the boost chopper MOS-FETs 45a and 45b. The temperature detection position is determined in this way by
In the case of a circuit configuration as shown in FIG. 3, which will be described later, the inverter is provided with three pairs of MOS-FETs 40a to 40f in parallel to distribute the current, whereas the MOS-FETs 45a and 45b for the boost chopper are An inverter because a concentrated current flows through it.

This is because the temperature of the MOS-FETs 45a and 4.5b for the boost chopper increases more easily than that of the MOS-FETs 40a to 40f for the boost chopper. Note that 21 and 22 are pipes on the inflow side and the outflow side of the cooling water passage for cooling the units constituting the main circuit section 4.

The control unit 6 controls the main circuit section 4 and the field controller 5 based on signals from the sensors and switches, thereby switching the electrical device 3 between a motor state and a generator state according to the operating state. , during a specific operation, control is performed to bring the torque from 1 to the torque application state. Furthermore, the control unit 6 includes a torque applying operation limiting means 25 that restricts the control for setting the torque applying state when the temperature detected by the temperature sensor 19 rises.

FIG. 2 shows a specific example of the structure of the electrical device main body 30. As shown in FIG. In this figure, a ball core 33a having claws at equal intervals is provided on the outer peripheral edge of a flywheel 36 attached to the output shaft 1a of the engine. One ball core 33b is coupled via a non-magnetic material, and these ball cores 33a and 33b constitute a rotating field pole.

A field coil 32 for exciting the ball cores 33a and 33b is arranged inside the ball cores 33a and 33b in the radial direction. A stator core 34 fixed to the engine body 1b via a support frame is arranged radially outward of the ball cores 33a, 33b so as to face the ball cores 33a, 33b. , V, W phase> distributed winding stator coil 35 is installed.

In this electric device main body 30, when a current is passed through the field coil 32, the ball cores 33a and 33b are excited and the S pole and N pole are arranged alternately. , 33b, it functions as a motor when a controlled current is applied to generate a magnetic field having a phase difference of π/2 with respect to the magnetic field generated by the stator coil 33b, and when the stator coil 35 is de-energized, the ball operates as a motor. As the cores 33a and 33b rotate, an induced electromotive current is generated in the stator coil 35, thereby generating power l! I
(alternator).

FIG. 3 shows the circuit configuration of the main circuit section 4 and the field controller 5 of the electric device 3, and the main circuit section 4 is connected to the inverter 4.
a and a boost chopper 4b.

The inverter 4a has six MOS-FETs 40a to 4
0f and six diodes 418 to 41f, MO
S-FET40a and 40b, 40C and 40d, 4
0e and 4Of are paired, and these three pairs are connected in parallel to the battery 9 via the boost chopper 4b, and the electrical device main body 3 is connected between the multiple pairs of MOS-FETs.
Diodes 41a to 41f are connected to the U, V, and W phase terminals of the stator coil, and are connected in parallel with the MO8-FETs 40a to 40f, respectively. When the electric device 3 is used as a motor, the signals (Ul, U2.V
l, V2. By gate voltage according to Wl, W2), M
The conduction state of OS-FETs 40a to 40f is controlled, and U
, V, and W phases are controlled. On the other hand, the blade used as a generator is each MO8-FET40 mentioned above.
a to 40f are kept non-conductive, and the induced current generated in the stator is rectified by the diodes 418 to 41f, and the battery 9 is charged.

The boost chopper 4b has a pair of MOS-FETs 45
MOS-FETs 45a, 45b, and diodes 46a, 46b connected in parallel with each other.
The chopper 4b is connected to the battery 9 via a reactor 47, and a smoothing capacitor 48 is further connected to the ascending chopper 4b.

And when the electric device 3 is used as a motor,
The conduction state of MOS-FETs 45a and 45b is controlled by the gate voltage according to the signal (C1°C2) applied to the gate amplifier 49, so that the battery voltage is boosted to a predetermined voltage VC (for example, 33V). It has become.

Each of the gate amplifiers 42 to 44 and 49 is energized when the input is at L level.

Further, this main circuit section 4 is provided with a bypass line 4C that bypasses the boost chopper 4b and connects the inverter 4a and the battery 9, and a relay 4d that connects and connects the bypass line 4C. When the line 4c is turned off and the relay 4d is activated in response to the signal (R), the bypass line 4c is turned on.

The field controller 5 also includes a transistor 51 and a diode 52 connected to the field coil 32 of the electrical device main body 30, and a base amplifier 53 connected to the base of the transistor 51, and a signal ( The field current is controlled according to F). The base amplifier 53 is energized when the input is at H level.

FIG. 4 shows the internal configuration of the control unit 6. This control unit 6 includes a CPLI61,
ROM 62 and RAM 63 as memories, a waveform shaper 64 for processing various inputs, a digital buffer 65, an input port 6, an analog buffer 67
and an A/D converter 68, a free running counter (FRC) 69 for time measurement, first to seventh program timers (PTM1 to PTM7 timers) 71 to 77, an output port door 8.79, and an output buffer. -80.

Each signal from the reference position sensor 11 and angle sensor 12 is shaped by the waveform shaper 64, and the reference position signal G and angle signal NE are sent to the CPU 61 as interwoven signals, respectively.

As shown in FIG. 5, the reference position signal G is given every 720'OA, which is one cycle of a 4-stroke engine, at a ATDC of 9.5° CA for a particular cylinder, and the angle signal NE is given at 1° CA. It is given every time.

Starter switch 7b1 clutch switch 17, and neutral switch 18 to digital buffer 6
The signals ST, CU, and NT that have passed through the input port 5 are inputted by the input port 6. Further, the throttle opening TA detected by the throttle opening sensor 16, the temperature of the MOS-FET (hereinafter referred to as element temperature) Tmos detected by the temperature sensor 19, the boost voltage VC of the boost chopper 4b, and the voltage VB of the boost chopper 4b. is analog buffer 67 with light A/
The signal is converted into a digital signal by a D converter 68 and inputted.

A signal (Ul
, U2. V'l, V2. Wl, W2> are PTM1~P
The signals are output from the TM6 timers 71 to 76 via the output buffer 80. The gates of these timers 71 to 76 are connected to the P2 boat of the output port door 8, and as shown in FIG. 6, when the signal of the P2 boat switches from rOJ to "1", the output switches to L level. Then, for the set time (ACxn), the gate amplifiers 42 to 44 are energized to each transistor 40a to 40f of the inverter 4a while maintaining the low level.

A signal (C1,
C2> is the P5 port of the output port door 9 and PTM,
7 timer 77 via output buffer 80. The timer 77 has its gate connected to the P4 port of the output port door 8, and as shown in FIG. 7, when the P4 port signal switches from rOJ to "1", the output does not switch to L level. Set time (1msxDc)
The gate amplifier 49 of the boost chopper 4b is kept energized. Further, the signal (R) that controls the relay 4d of the bypass line 4C is the P of the output port door 9.
The signal is output from the 6 ports via the output buffer 80.

A signal (F) for controlling the field controller 5 is output from the P1 port of the output port door 8 via the output buffer 80.

FIGS. 8 to 10 are flowcharts showing specific examples of control by the apparatus having the above-mentioned hardware configuration, and these specific examples will be explained below. Note that the specific example shown in the flowchart is for a six-cylinder engine.

In this specific example, shown in the flowchart, the electric device 3 is controlled according to the operating state by using the electric device 3 as a starter when starting the engine, and when starting and accelerating, the electric device 3 is controlled as a motor. Start assist control and acceleration assist control are performed to apply a driving torque of Torque ripple control is performed to switch between a positive torque application state and a negative torque application state, and the electric device 3 is used as a generator except in these cases.

Further, as a process for limiting the torque application operation when the element temperature detected by the temperature sensor 19 becomes high,
The start assist control, acceleration assist control, and torque ripple control are respectively prohibited when the element temperature TmO8 exceeds the set temperature, and in a range lower than the set temperature, as the element temperature Trnos increases, The control time for assist control and acceleration assist control is shortened, and the control torque for torque ripple control is made small. In addition, in order to prevent an excessive drop in the battery voltage, each of the above controls is prohibited when the battery voltage VB falls below the set voltage, and the battery voltage VB As the value decreases, the control time is shortened or the control torque is decreased.

Regarding each of the above-mentioned controls, as shown in FIG. 11, the priority order of control execution is determined, and the execution of the control is prohibited starting from the one with the lowest priority according to the progress of the element temperature rise or battery voltage drop. In other words, the order of priority is torque ripple control, starting assist control, and acceleration assist control, and for an increase in element temperature Tmos, [TI
<T2 <T3 ], the first set temperature T
If it is 1 or more, acceleration assist control is prohibited and the second set temperature T2 is set.
With the above, starting assist control is prohibited and the third set temperature T3 is set.
Torque ripple is prohibited in the above manner, and in response to a decrease in battery voltage V・B, [■1>■2 >V3
] As the conditions, the acceleration assist control is prohibited when the first set voltage is 1 or less, the start assist control is prohibited when the second set voltage is 2 or less, and the torque ripple is prohibited when the third set voltage is 3 or less. I have to. Note that the element temperature Tm
When os reaches a fourth set temperature T4 which is higher than the third set temperature T3, the relay 4d is operated to switch the bypass line 4C from off to on.

In addition, due to control limitations in the range where the element temperature Tmos is lower than the set temperature and the range where the battery voltage VB is higher than the set voltage, the correction coefficient Kt according to the element temperature Tmos
The correction coefficient KV is set according to the battery voltage VB, and the correction coefficient Kt is set to a smaller value as the element temperature increases, as shown in FIGS. 12(a) and (b), and the correction coefficient Kv is set as shown in FIG. As shown in C), the lower the battery voltage, the smaller the value. Further, a correction coefficient KS is set according to the rate of increase in element temperature, and the value of this correction coefficient KS is set to be smaller as the rate of increase in element temperature becomes larger.

Background Routine Figures 8(a) and 8(b) show a series of background routines. In this background routine, when started, the system is first initialized in step S1. At this time, on the output boat (Pull Pl,
P2. Assume that the P4 port is "0" and the P5 port is "1". Next, in step S2, the engine rotation speed Nen is calculated as [Nen=20/TT] from the TDC period TT obtained by the interrupt routine described later, and in steps 83 to S6
The element temperature TmO3, battery voltage VB, throttle opening TA and starter switch signal ST are input.

Next, it is checked in steps 87 and 88 whether or not the engine is being started, and if the engine is being started, the process is performed in step S9.
In S10, mode setting and torque setting for starting are performed.

If the engine is not starting, the current element temperature Tll1O
Calculation of the element temperature increase rate ΔTmos based on the difference between 8 and the previous element temperature l"mosB (step 511), updating of the previous element temperature TmosB (step 512), current throttle opening TA and previous throttle opening TAB calculation of the throttle opening change rate ΔTA based on the difference between the
), clutch switch signal 2〇- CU and neutral switch signal NT input (
Steps 815 and 316) are performed sequentially.

Then, steps 82 to S6 and step 5S described above
Based on the various elements calculated or input in the processing of steps 11 to 816, in steps 817 to S60 as described later, the element temperature becomes extremely high above the fourth set temperature;
Distinguish between a state in which starting assist control should be performed, a state in which acceleration assist control should be performed, a state in which torque ripple control should be performed, and other cases, and control conditions according to each case. settings, mode set, etc.

Following such processing depending on various cases during or after engine starting (excluding processing when the element temperature becomes higher than the fourth set value), steps 861 to 861 are performed as described later. Step S71 performs processing such as boost chopper control, and then returns to step S2.

Note that mode setting corresponding to the various cases described above is performed using a mode flag Fmode. This mode flag F
As for mode, rOJ is the starter mode, "1" is the torque ripple control mode, "2" is the generator mode, "3" is the acceleration assist control mode, and "4" is the starting assist control mode.

Start switch 7 in steps 87 and 88 above.
b is on and the engine speed is low (Nen<40Orpm)
), the engine is starting. In this case, in step S9, the mode flag F mode is set to "0" to set the mode to starter, and in step 810, the control torque CT is set to the value CTS for engine starting, and then in step S61
The process moves on to subsequent steps such as boost chopper control.

The determination in step S7 or step S8 is N.

After starting the engine, steps 811 to S1
In step S17 following 6, the element temperature Tmos reaches the fourth
It is determined whether the temperature is lower than the set temperature T4. This judgment is N
If O, in step 818, the gate amplifiers 42 to 44 of the inverter 4a are de-energized to stop the operation of the inverter 4a, and further in step 819, the gate amplifier 49 of the boost chopper 4b is de-energized. By doing this, the boost chopper MOS-FET45
a.

45b is turned off, and at step 820, the bypass line 4C is turned on by activating the relay 4d. Then, in step 821, the mode is set to generator (Fmode=2) L, and then the process returns to step S2.

In other words, when the element temperature Tmos is equal to or higher than the fourth set value,
In addition to stopping all of the starting torque assist control, acceleration assist control, and torque ripple control and putting the electric device 3 into a generator state, the process of step S19.20 puts it into a state where charging is performed through the bypass line 4c. .

If the determination in step 817 is YES, it is checked in step 822 whether the element temperature Tll1os is lower than the second set temperature T2, and if the determination is YES, step S
In step 23, it is checked whether the battery voltage VB is higher than the second set voltage V2. Then, when the element temperature Tmos is equal to or higher than the second set temperature T2 (the determination at step 322 is No), or when the battery voltage VB is equal to or lower than the second set voltage V2 (the determination at step S23 is No), steps 824 to
By skipping S54 and proceeding to steps S55 and subsequent steps (torque ripple control determination, etc.), start assist control and acceleration assist control are prohibited.

If each of the determinations in steps 822 and 823 is YES, it is checked in step 824 whether or not the vehicle is in neutral, and if the determination is no, it is determined in step 825 whether or not the clutch is disengaged. In the case of neutral or clutch disengagement,
In other words, even when no driving force is being transmitted from the engine to the vehicle, in order to avoid an unnecessary increase in engine speed, step The process moves to S55 and subsequent steps.However, if the state is non-neutral and the clutch is disengaged, which corresponds to the start preparation state (the determination in step S24 is NO and the determination in step S25 is YES), the process proceeds to step S82.
In step S6, the 7-lag Fst for determination of start is set to "1", and the process moves to step S55 and subsequent steps.

When each judgment in steps 824 and 325 is No (driving force transmission state), it is checked in step 827 whether the mode flag Fmode is 14'', and if the judgment is No, the above flag FSt is set in step 828. Check whether or not is rOJ. At the time of starting, the clutch is connected after the start preparation state is set, so the determination in step 828 is No. In this case, in steps 829 to 833, the timer TMC is initially set to the initial value TMCO, and then,
Also, after setting the initial value, the timer TM is decremented, and when TMC>O, the engine speed Nen becomes 50.
Check whether it is lower than Orpm.

25 - In other words, it is checked whether the engine rotates at a low speed within a predetermined period of time after entering a state corresponding to starting. When the determination in step 333 is No, the process moves to steps 855 and subsequent steps such as torque ripple control determination.

When the determination in step S33 is YES, step S
34 is the timer T that determines the torque assist control time when starting.
MB is initialized to a predetermined basic value TMBO, and further, in step 835, the element temperature Tmos and battery voltage VB
The correction coefficient Kt is determined from the map (Fig. 12(a) and (b)) according to the following.

The assist time is determined by KV [TMB=KtXKvxT
MB]. Furthermore, in step 836, the mode is set to start assist control (Fm.

de= 4 > shi, control torque CT in step S37
is set to a predetermined positive value CTB for start assist control.
flag Fst for start determination in step 838.
is set as rOJ, and then the process moves to step S61 and subsequent steps such as step-up chopper control.

During the starting assist control after the initial WJ setting, the determination in step 827 is YES. In this case, in step S39, using the correction coefficient KS obtained from the map (FIG. 12(C)) according to the element temperature increase rate ΔTmos,
The assist time is corrected to [TMB=KsxTMB].

Then, in step 840.41, the timer TMB is decremented and it is checked whether the value is greater than "0", and if the determination is YES (during the assist time), the mode flag FIllOde and the control torque CT are set as above. While keeping the values set in steps 836 and 537, step 8
The process moves on to step-up chopper control and other processes after step 61. In other words,
After shifting to the start assist control mode, the start assist control state is maintained until the assist time elapses while correcting the assist time using the element temperature increase rate.

When the assist time has elapsed and the determination in step s41 becomes No, the process moves to steps S55 and subsequent steps such as torque ripple control determination.

In addition, if the engine speed does not become lower than 50 Orpm after the state corresponding to starting is reached until the predetermined period of time has elapsed, the determination in step S32 becomes No, and in this case, the determination of starting is determined in step S42. Let rOJ be the 7-lag Fst.

In this case and when it is determined in step 828 that [F st = O], the process moves to the acceleration assist control condition determination process, which will be described next.

No determination in step 828 or step S
42, as a process for determining acceleration assist control conditions, it is checked in step 843 whether the element temperature Tmos is lower than the first set temperature T1, and if the determination is YES, the battery voltage VB is determined in step 844. is higher than the first set voltage V1. And element temperature T 1
When 1108 is equal to or higher than the first set temperature T1 (determination in step 843 is No), or when battery voltage VB is equal to or lower than the first set voltage v1 (determination in step 344 is No), steps 845 to S54 are skipped and the Stellar 855
By moving on to subsequent processing (torque ripple control determination, etc.), acceleration assist control is prohibited.

If each of the determinations in steps 843 and 44 is YES, then in step 845 it is determined whether or not acceleration has been performed by checking the throttle opening change rate ΔTA.

During the acceleration operation when the determination in step S45 is YES,
In step S46, it is checked whether the mode flag Fmode is "3", that is, whether the acceleration assist control mode has already been set. If the determination in step 846 is No, then
As an initial setting for starting the acceleration assist control, the acceleration assist timer TMA, which determines the acceleration assist control time, is initialized to a predetermined basic value TMA○ in step S47.
Furthermore, in step 848, a map (Fig. 12(a)(b')
)), the assist time is corrected as [TMA=KtxKvxTMA] using the correction coefficients Kt and Kv obtained from the equation. Further, in step 849, the mode is set to acceleration assist control (Fmode=3), and in step 850, control torque CT is set to a predetermined positive value CTA for acceleration assist control. Then, the process moves to step S61 and subsequent steps such as boost chopper control.

When it is determined that the acceleration assist control mode is already set in step 846, or after an acceleration operation, the acceleration assist control mode (Fmode=3) is determined in step 851.
), in step S52, the assist time is adjusted to [TMA=
KsxTMA]. and step 853.8
54, the acceleration assist time ÷ TMA is decremented to check whether this timer TMA is greater than O. If the determination is YES (during the acceleration assist control time), the mode flag Fmode and control torque CT are set as above. Step S49. While keeping the value set in S50, proceed to step 8.
The process moves on to step-up chopper control and other processes after step 61. In other words,
During or after the acceleration operation after shifting to the acceleration assist control mode, the acceleration assist control state is maintained until the acceleration assist control time elapses while the acceleration assist control time is corrected by the element temperature increase rate.

Note that if it is determined in step 854 that the acceleration assist control time has elapsed, the acceleration assist control is stopped and the process moves to torque ripple control condition determination processing, which will be described next.

No determination in any of steps 822 to 825, No determination in step 833, No determination in step S41
If there is a No determination in the determination steps 843 and 344 or a No determination in step 854, processing for determining torque ripple control conditions is performed. In this process, it is checked in step S55 whether the element temperature T mos is lower than the third set temperature T3, and if the determination is YES, it is checked in step 856 whether the battery voltage VB is higher than the third set voltage V3. If the determination is YES, it is determined in step S57 whether the throttle opening TA is lower than a predetermined value (for example, 30%), and if the determination is YES, the engine rotation speed Nen is checked in step S57. It is checked whether the rotation is lower than a predetermined value (for example, 200 rpm).

When the determination in step S55 or step S56 is N or O, that is, when the element temperature Tmos is higher than the third set temperature T3 or when the battery voltage VB is lower than the third set voltage ■3, the torque ripple control mode is not set and the By moving to step $60, torque ripple control is prohibited. Further, when the determination in step S57 or step S58 is No, the operating state is not in the range where torque ripple control should be performed, so the process moves to step S60 in this case as well.

If each determination from Steps 355 to 5 is YES, the mode is set to torque ripple control (F
mode=1) Then, the process moves to step 861 and subsequent steps such as step-up chopper control.

Normal electricity in background routine.

In the case where determinations are made in processing steps 855 to S58 when the determination is made, and if any of the determinations is No, the element temperature T mos is lower than the fourth set temperature after the engine is started. , means that none of start assist control, acceleration assist control, and torque ripple control is performed.

In this case, in step S60, the mode is set to generator (Fn+ode=2) L, and then in step S
The process moves on to steps 34 and subsequent steps.

Following the processing according to the various cases described above except when the element temperature Tmos is equal to or higher than the fourth set temperature T4, step 861
．． In S62, in order to repeat the background routine every 1 mS, the difference between the current time TB1 read from the FRC 69 and the previous time TB2 is checked and held until 1 mS has elapsed. Then, in step S63, the previous time TB
Update 2. Subsequently, in step 864, it is checked whether the mode flag Fmode is "2".

When the determination in step S64 is No (other than generator mode), the step-up chopper 4b is operated to set the step-up voltage VC to the set value (33V), so in steps 365 to S68, the step-up voltage VC is compared with the set value. The boost chopper control duty DC is set to a constant value ΔDC depending on whether it is smaller, larger, or equal.
increase or decrease or leave as is, step 8
At 69°870, the -PTM7 timer is set to IDCX1m5] and the boost chopper 4b is activated (rOJ r1J signal switching of the P4 boat).

Then return to step S2.

Generator mode (Fmode=2) in step 864
If it is determined that the boost chopper 4b is
is maintained in a current flow state for power generation, that is, MOS-FET 45a of boost chopper 4b is turned on and MOS-FET
45a is kept off (P4 boat set to “0”, P
5 votes is set to "0"), and then returns to step S2. Note that the step that passes through step S71 is the step S6 described above.
This is limited to the case where the generator mode is set at 0, and when the generator mode is set at step 821, step S71
Does not pass through.

Interwoven Routine FIG. 9 is the first interwoven routine, which starts every reference position signal G. In this routine, the angle signal counter CNE is cleared in step S80, and the routine returns.

FIG. 10 shows the second interwoven routine, which starts every angle signal NE (1° CA). In this routine, first, in step 881, the angle signal N is sent from the FRC 69.
E's interrupt time TNEI is read, and in step S82, the period 6 of the angle signal NE is calculated based on the difference between the current interrupt time TNE1 and the previous interrupt time TNE3, and step S8
3, the previous interrupt time TNE3 is updated. Subsequently, in step S84, the value of the counter CNE is checked to be 1.
Check whether 20°CA has passed or not.

Based on this determination, the ATD of each cylinder at every 120° CA
C10' For each CA, the current interrupt time T is determined in step S85.
The TDC period 'pATT is calculated from the difference between NE1 and the interrupt time TNE2 of the previous ATDC 10° CA, and the process proceeds to step S8.
6, the interrupt time TNE2 of the previous ATDCI OoCA is updated. The process then moves to step 887. Step 88
If the determination in step 4 is NO, the process directly advances to step 887.

In step 887, the counter CNE of the angle signal N[ is counted up. Next, in step 888, it is determined whether the mote flag Fmode is "1", "2", or something else (rob, r3J, r4J).

In step S88 above, the starter mode (F mode-
〇), acceleration assist control mode (F mode = 3
), start assist control mode (F mode = 4
>, step S
At step 89, the field current is kept in the energized state (the P1 boat is "1"), and at step 390, the counter CNE
The value of and background routine step SI0.8
37. The energization angle (AΔCxn) of each phase in the inverter 4a of the electrical device 3 is calculated from the map according to the value of the control torque CT set in either S50. Then, in step S91, the energization angle A A D xn is converted into the energization time ACXn (A Cxn - A A CxnxΔT
), and in step S92 each energization time ACXn is set to PTN1.
- Set the PTM6 timer, restart the inverter 4a at step 893 (switch the "O" and "1" signals at the P2 port), and then return. This allows the electrical device 3
is brought into the motor state, and the stator current is controlled so that the set control torque CT is obtained.

At step 888, torque ripple control (F mode=
1), the control torque CT is calculated from the table according to the crank angle (value of counter ONE) in step S94. Control torque CT in this case
is set in advance in association with the crank angle and stored as a table so as to periodically vary between positive and negative values with a predetermined characteristic that suppresses engine torque fluctuations. Furthermore, in step 895, the control torque CT is adjusted to [[
CT=KtXKvxCT].

Then steps 889-893 are performed.

Therefore, in this case as well, the electric device 3 is in the motor state, but
By changing the control torque between positive and negative values, the direction of the torque applied from the electric device 3 to the engine output shaft is changed.

Generator mode (F mode=2) in step 88B
If it is determined that
Then, depending on whether the battery voltage VB is greater than, less than, or equal to the reference value (14,7V), the field current can be cut (P1 boat set to [O]), energized (Pi boat set to "1"), or left as is. Return from.

According to the specific example shown in the above flowchart, the electrical device 3 is not only used as a starter and a normal generator, but also is set to a motor state at a specific time.
Torque is applied to the engine from the electric device main body 30 as an electric drive means.

That is, when the engine speed becomes lower than 50 rpm within a predetermined time at the time of starting, during the starting assist control time after that state is reached, the process of step 836.37 of the background routine and the Steps 889 to 2 of the corresponding second interwoven routine
Through the process of S93, positive torque is applied to the engine. Therefore, even if the clutch engagement is not good at the time of starting, engine stall is prevented. In addition, during the acceleration assist control time after an acceleration operation is performed in a running state, step 8 of the background routine
49. Through the process of S50 and the corresponding processes of steps 889 to 893 of the second interwoven routine, the electric device 3 is controlled to be in the motor state, and a positive 1~rook is applied to the engine, increasing acceleration. . In addition, in a low-load, low-speed operating region, the torque applied to the engine is changed to It is periodically changed between positive and negative values depending on the crank angle so as to act in the direction of canceling out fluctuations, thereby suppressing engine torque fluctuations.

By the way, when the above-mentioned torque imparting operation is being performed, the inverter 4a and boost chopper 4b are operated to supply stator current, and each MO8-FET4
Current flows through 0a to 40f, 45a, and 45b. In this state, the temperature of the MOS-FET may become abnormally high depending on the amount of current, the cooling system, the outside air temperature, etc.

In such a case, the torque applying operation limiting means 25 limits the control to operate to the torque applying state. In this embodiment, by processing according to each determination in step 822, step S43, and step 855, the set temperature T2, which is determined for each of the start assist control, acceleration assist control, and torque ripple control, is set for each control. T
When the element temperature TlllO8 becomes higher than 1.73, the control is prohibited. Furthermore, even if the above control is performed at a temperature lower than the set temperature, the element temperature 1" mos
With the correction coefficient Kt according to the element temperature Tmos, the operation of the torque applying state is reduced as the element temperature Tmos increases, and furthermore, with the correction coefficient Ks according to the element temperature increase rate ΔTmos, the more rapid the temperature rise is, the more the temperature rise is reduced. The easier the situation is to progress, the less the torque application state is activated.

Therefore, self-heating according to the current flowing through the MOS/FET is suppressed, and an increase in element temperature is suppressed.

Needless to say, in the process of prohibiting start assist control, acceleration assist control, and torque ripple control above the set temperature, the set temperature is set lower than the temperature at which the MOS-FET burns out. As mentioned above, the priority order of control execution is determined and the set temperatures are different for each.The reason for doing this is as follows. In other words, the output during starting and acceleration can be adjusted by the driver's accelerator operation, but since it is difficult to suppress engine torque fluctuations by the driver's operation, torque Ripple control is more necessary. For this reason, torque ripple control is performed up to a relatively high temperature within a range that does not cause MOS-FET focusing, while start assist control and acceleration assist control are performed with a margin in mind from the perspective of suppressing temperature rise. Execution is prohibited from low temperatures.

As a process to reduce the operation of the torque application state as the element temperature Tll1O3 increases in a range lower than the set temperature, for start assist control and acceleration assist control, the control time is shortened without reducing the control torque CT. Therefore, sufficient torque is applied at the beginning of starting or acceleration when the demand for torque assist is particularly high, and the temperature rise of the MOS-FET due to continuation of these controls is suppressed. On the other hand, regarding torque ripple control, it is not possible to shorten the control time, so by reducing the control torque CT, the MOS-
The temperature rise of the FET is suppressed.

When all the controls for setting the torque applying state are prohibited 1c, the electric device 3 is set to a generator state, and in a normal generator state, charging is performed through the MOS-FET 45a of the boost chopper 4b. Even in this state, the rise in the element temperature T mos is suppressed compared to the motor state, but in this embodiment, if a situation occurs in which the element temperature TIQs further rises above the fourth set temperature T4, step 818 ~8
By switching to the state in which the MOS-FET 45a is charged through the bypass line 4C in the step 20, an excessive temperature rise in the MOS-FET 45a is reliably prevented.

Note that even when the battery voltage VB decreases, the decrease in the battery voltage is suppressed by restricting each control for setting the torque application state according to the degree of decrease in the battery voltage.

〔Effect of the invention〕

As described above, the present invention provides an engine control device that operates the electric drive means in a torque imparting state by energizing the electric drive means by the energization control circuit during a specific operation, when the temperature of the transistor rises. Since the control for operating the electric drive means in the torque applying state is limited, a situation where the temperature of the transistor increases excessively when the electric drive means is operated in the torque applying state is avoided; This can prevent burnout and deterioration of the transistor.

[Brief explanation of drawings]

FIG. 1 is a schematic diagram of the overall structure of an engine control device according to an embodiment of the present invention, FIG. 2 is a partially cutaway perspective view showing the structure of the electrical device main body, and FIG. 3 is a main circuit and field diagram of the electrical device. The circuit diagram of the magnetic controller, Fig. 4 is a block diagram of the control unit, Figs. 5 to 7 are timing charts for various signals in the control unit, and Figs. A flowchart showing a specific example, FIG. 11 is an explanatory diagram showing prohibition conditions for various torque applying operations, etc., and FIGS. 12(a) to (C) are explanatory diagrams showing correction conditions for restricting torque applying operations. . DESCRIPTION OF SYMBOLS 1...Engine, 3...Electrical device, 30...Electrical device body (electric drive means), 4...Main circuit section (energization control circuit), 40a to 40f, 45a, 45b, MOS
-FET (transistor), 6...control 1
19...Temperature sensor, 25...Torque application operation limiting means. Patent applicant Mazda Co., Ltd. Agent
People Patent Attorney Etsushi Kotani
Patent Attorney Chief 1) Masamukai Patent Attorney
Takao Ito (Tsubasa Ward)'' (Curious meal ≧ Takashi Shimoyo@Kousan) LI heavy review base

Claims (1)

[Claims] 1. Consisting of an electric drive means that applies positive or negative torque to the engine and a circuit incorporating a transistor,
and an energization control circuit for controlling energization to the electric drive means, the engine control device operating the electric drive means in a torque imparting state by energizing the electric drive means by the energization control circuit during a specific operation. , humidity detection means for detecting a temperature related to the temperature of the transistor, and control for operating the electric drive means to a torque applying state when the temperature detected by the temperature detection means rises above a predetermined value. 1. A control device for an engine, comprising: a torque application operation limiting means for limiting the torque application operation.