JP2003061398A - Generator-motor equipment for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide generator-motor equipment for a vehicle which copes with various kinds of requests by one electric rotating machine for a vehicle, while restraining efficiency decrease, and is superior in efficiency. SOLUTION: When a step-up voltage power generation mode or a vehicle mounted apparatus driving mode is executed by a field winding type AC generator-motor, efficiency is selected (S110) from a map which stores an armature current (output) and the number of revolution of the generator-motor which are required, and combination of the pair of an armature current and a winding current value of an inverter wherein equipment efficiency becomes maximum, thereby realizing the maximum equipment efficiency.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicular generator / motor device.

[0002]

2. Description of the Related Art Conventionally, the problems to be solved by the invention
It is known to perform various functions such as engine starting, power generation, in-vehicle device driving at idle stop, regenerative braking, torque assist, etc. with a single vehicular generator / motor. Is generally a synchronous machine with a simple structure and high efficiency.

Magnetic field type, field winding type, combined use of magnet field and field winding, etc. are known as a synchronous machine adopted in a vehicular generator-motor, and the magnetic field type has a structure. Is the simplest, but it is necessary to flow a phase shift current (demagnetization current) to the armature to reduce the generated voltage as a measure against demagnetization at high speeds, and this demagnetization current conduction reduces the efficiency. there were. On the other hand, in the field winding type and the combined type, the demagnetization problem can be solved by reducing the field current at high speed, but extra power consumption increases due to the field current conduction, There is a drawback that the efficiency is lower than that of the magnet field type without demagnetization.

The present invention has been made in view of the above problems, and it is an object of the present invention to provide a vehicular generator-motor device capable of meeting a variety of requirements with a single vehicular rotary electric machine while suppressing a decrease in efficiency. Its purpose is.

[0005]

According to a first aspect of the present invention, there is provided a vehicular generator-motor device, which is disposed between an AC generator motor having a field winding and transmitting and receiving power to and from an engine, and the AC generator motor and a battery. An inverter that performs quadrature bidirectional power conversion, a switching unit that controls a field current flowing through the field winding, and a predetermined duty for driving the inverter at a predetermined duty to the armature winding of the AC generator motor. Stator current control means for supplying the armature current, and the vehicular AC generator by driving the inverter at a predetermined short-circuit duty at a predetermined low speed rotation to periodically short-circuit and open the armature winding. And a control means having a boost power generation mode for charging the battery by boosting the power generation current of the vehicle, wherein the control means is in the boost power generation mode. A combination of the armature current and the field current that maximizes the device efficiency in the required power generation output (or power generation current) and rotation speed of the vehicular generator-motor is stored, and the armature is used in the boost power generation mode. It is characterized in that the current and the field current are set to the stored combination.

The above-mentioned "power generation current (power generation output)" means "power generation current or power generation output".

That is, according to the present invention, the engine speed is a low speed rotation, and the operation of periodically short-circuiting the armature winding of the vehicular generator-motor, which is a field winding type synchronous machine, by switching the inverter (the main In the description, in the operation of performing an inverter short-circuit operation) to charge a battery (hereinafter, also referred to as a low-speed power generation mode or a boost power generation mode), a combination in which the armature current and the field current having the highest operation efficiency are stored in advance. Since the booster power generation mode is executed by setting the armature current and the field current so as to satisfy the above condition, the fuel efficiency can be improved by setting the device efficiency at the low speed rotation of the engine to the highest level.

Preferably, the inverter feedback-controls the armature current to its target value (selected armature current value) by controlling the duty during the short-circuit operation period (short-circuit duty).

Further description will be made.

A generator motor, which is generally a synchronous machine, has an advantage that the functions of a starter for starting an engine and an alternator for power generation can be realized by one rotating electric machine. Since a large output torque is required for starting the engine, it is necessary to increase the field flux of the synchronous machine. If the field flux is large, the generated voltage will become excessive at high speed rotation, so it is preferable to use the generator motor as a field winding type synchronous machine to suppress the generated voltage at high speed rotation. To start the engine with this field winding generator motor, it is effective to maximize the field current and secure the engine starting torque in order to reduce the size and weight of the generator motor. The field current is set to a large amount even during power generation during low speed rotation such as when the vehicle is stopped.

However, the fact that a large armature current can flow in the engine starting speed range means that the back electromotive force of the armature coil is set small (the number of turns of the armature coil is set relatively small). This means that it is not possible to secure a sufficient generated voltage required for battery charging in the low speed rotation region (low speed power generation mode) immediately above the engine start rotation zone. That is,
As is well known, when the battery is charged, the generator motor needs to generate a voltage that is considerably higher than when the battery is discharged. For this reason, in this low-speed power generation mode, the armature winding is periodically short-circuited by turning on the switching element of the inverter, the generated energy is stored as magnetic energy in the generator motor, and then the armature winding short-circuit is released. Therefore, it is preferable to generate a high voltage generated voltage at both ends of the armature winding so that the battery can be charged. At this time, if the short-circuit duty (armature winding short-circuit period) is small, the amount of generated energy rises and the battery chargeable period due to this is shortened because magnetic energy storage is insufficient. ) Is large, the amount of magnetic energy stored is sufficient, so that the amount of increase in the generated voltage and the battery chargeable period due to this increase. That is, since the short circuit duty is related to the battery charging capacity, the generated voltage in the low speed power generation mode can be controlled by both the armature current (short circuit duty) of the inverter and the field current.

The inventor of the present invention has found that if the field current is made too large, the power loss due to the field current increases, which is not a good idea in terms of device efficiency. That is, the field current and the armature current for obtaining the required generated voltage at a certain low-speed rotation have a preferable range in terms of device efficiency, and therefore, it is stored in the control device in advance as data or equivalent. It is possible to execute the low-speed power generation mode with a high efficiency that can be realized by implementing the control of (1) in a circuit and selectively executing the control in the low-speed power generation mode, and it is possible to improve fuel efficiency. Conversely, it becomes possible to charge the battery in the low-speed power generation mode while suppressing the field current and reducing the DC power loss.

In particular, in this configuration, the rotational speed is fixed to a certain extent in the low-speed power generation mode (for example, idle rotational speed).
In addition, the armature current and the field current that can obtain a substantially maximum device efficiency at an average generated current (generated output) value at this time (for example, an average power consumption value of an on-vehicle electric load device) are stored. Preferably. This is because in the low-speed power generation mode, for example, the period of operation at idle speed is sometimes long, and therefore, the maximum efficiency of the device is obtained in this speed region to improve overall efficiency.

According to a second aspect of the present invention, there is provided a vehicular generator-motor apparatus according to the first aspect, wherein the control means further comprises an electric quantity relating to the armature current and the field current in the boosting power generation mode. The relationship between the amount of electricity, the power generation output (or power generation current), and the device efficiency is stored in advance, and the device efficiency in the boost power generation mode is determined based on the required power generation output (or power generation current) and the storage. It is characterized in that a combination of the armature current and the field current that is approximately the highest is selected.

The inventor has further noticed that in the low speed power generation mode, when the required power generation current (power generation output) changes, the relationship between the armature current, the field current and the maximum device efficiency changes. For example, when the armature current (short-circuit duty) is reduced, the battery chargeable period is shortened, but when the generated current (generated output) is small, this is sufficient. Therefore, in this configuration, the relationship between the armature current, the field current, and the maximum device efficiency is stored in advance for each power generation current (power generation output), and this stored content is stored according to the required power generation current (power generation output). Select the armature current and field current values that always yield the highest device efficiency. Thereby, the device efficiency can be further improved.

In the present configuration, it is particularly preferable to store the armature current and the field current that can obtain the maximum device efficiency at a fixed rotation speed, for example, an idle rotation speed, to some extent in the low speed power generation mode. This is because, for example, in the low speed power generation mode, the period of operation at idle speed is long,
This is because by obtaining the maximum device efficiency in this rotation speed region, the overall efficiency is improved.

At this time, the maximum values of the armature current and the field current may be restricted due to the temperature rise of the control circuit or the generator motor. It goes without saying that the combination of the armature current and the field current that is actually used should be selected within the constraints of these other limiting conditions.

According to a third aspect of the present invention, in the vehicular generator-motor apparatus according to the first aspect, there is further provided a rotational speed detecting means for detecting a rotational speed of the vehicular AC generator-motor, and the control means includes the booster. The boosted power generation based on the detected rotation speed and the memory is stored in advance in a relation between the electric quantity related to the armature current, the electric quantity related to the field current, the device efficiency, and the rotation speed in the power generation mode. It is characterized in that a combination of the armature current and the field current that maximizes the device efficiency in the mode is selected.

The inventor has further noticed that in the low speed power generation mode, the relationship between the armature current, the field current and the maximum device efficiency changes as the rotation speed changes. For example, if the rotation speed increases in the low-speed power generation mode, the armature current or field current required to obtain the required power generation current (power generation output) decreases. Therefore, in this configuration, the relationship between the armature current, the field current, and the maximum device efficiency is stored in advance for each rotation speed, and the armature that always provides the maximum device efficiency from the stored contents according to the current rotation speed. Select the current and field current values. Thereby, the device efficiency can be further improved.

In this configuration, in particular, the armature current and the field which can obtain the maximum device efficiency at an average generated current (generated output) value (for example, an average power consumption value of an on-vehicle electric load device) in the low speed power generation mode. It is preferable to store the magnetic current.

According to a fourth aspect of the present invention, in the vehicular generator-motor apparatus according to the third aspect, the control means further includes an electric quantity relating to the armature current and an electric quantity relating to the field current in the boosting power generation mode. The relationship between the power generation output (power generation current), the device efficiency, and the rotation speed is stored in advance, and the detected rotation speed and the required power generation output (generation current)
It is characterized in that a combination of the armature current and the field current that maximizes the device efficiency in the boost power generation mode is selected based on the above and the memory.

That is, in this configuration, in the low-speed power generation mode, the relationship between the armature current, the field current, and the maximum device efficiency is stored in advance for each rotation speed and generated current (generated output), and the current rotation speed is stored. Also, the values of the armature current and field current that always give the highest device efficiency are selected from the stored contents in accordance with the generated current (generated output). Thereby, the device efficiency can be further improved.

A generator / motor device for a vehicle according to claim 5
A field winding type AC generator motor that transmits and receives power to and from the vehicle through an engine and a clutch, an inverter that is arranged between the AC generator motor and a battery and performs orthogonal bidirectional power conversion, and the field. Switching means for controlling the field current flowing through the magnetic winding and disengaging the clutch to drive the inverter at a predetermined duty by the vehicular generator-motor, thereby causing a predetermined armature current to flow to drive the in-vehicle device. A vehicle generator-motor device comprising: a control unit having a driving mode for driving an in-vehicle device, wherein the control unit has substantially the highest device efficiency at a rotation speed of the vehicle generator-motor required in the in-vehicle device drive mode. And storing the combination of the armature current and the field current, which becomes It is characterized by setting the current combination of the stored.

The duty here is PWM
The maximum duty value or average of the switching elements of the controlled inverter. The higher the duty value, the higher the average armature voltage applied to the armature winding.

That is, according to the present invention, when the in-vehicle device is electrically driven by the vehicle generator motor during idle stop (in-vehicle device drive mode), the armature current and the field current that maximize the operation efficiency are stored in advance. Since the in-vehicle device drive mode is executed by setting the armature current and the field current in the optimum combination, the fuel efficiency can be improved by setting the device efficiency in the in-vehicle device drive mode to the highest level.

Further description will be made.

A generator motor, which is generally a synchronous machine, has an advantage that the functions of a starter for starting an engine and an alternator for power generation can be realized by one rotating electric machine. Since a large output torque is required for starting the engine, it is necessary to increase the field flux of the synchronous machine. If the field flux is large, the generated voltage will become excessive at high speed rotation, so it is preferable to use the generator motor as a field winding type synchronous machine to suppress the generated voltage at high speed rotation. By driving an in-vehicle device (for example, an air conditioner compressor) with a vehicular generator / motor separated from the engine by a clutch, it is possible to improve fuel efficiency by stopping idle without impairing comfort.

When the in-vehicle device drive mode is carried out by the field winding type synchronous machine, the inventors of the present invention change the output of the vehicular generator-motor by changing the field current and by changing the armature current flowing through the inverter. I also realized that there is a certain combination of armature current and field current to achieve the maximum device efficiency.

The inventor of the present invention has found that if the field current is made too large, the power loss due to the field current increases, which is not a good idea in terms of device efficiency. That is, there is a preferable range in terms of device efficiency between the armature current and the field current for obtaining the necessary electric output at a certain low speed rotation speed, and therefore, it can be stored in the control device in advance as data or equivalent. It is possible to execute the in-vehicle device drive mode with a high efficiency that can be realized by incorporating the control of (1) in a circuit and selectively executing it in the in-vehicle device drive mode, and it is possible to improve fuel efficiency.

In particular, in this configuration, the in-vehicle device drive mode has a certain fixed low rotational speed numerical value, and
The armature current and field that can obtain approximately the maximum device efficiency at an average electric current (electric output) value at this time (for example, an average vehicle-mounted device (for example, an electric output value required to drive an air conditioning compressor)) It is preferable to store the current and.

According to a sixth aspect of the present invention, in the vehicular generator-motor apparatus according to the fifth aspect, the control means further comprises an electric quantity relating to the armature current and an electric quantity relating to the field current in the vehicle-mounted device drive mode. And a relationship between the electric output (or electric current) and the device efficiency are stored in advance, and the device efficiency in the vehicle-mounted device drive mode is approximately the highest based on the required electric output (or electric current) and the storage. It is characterized in that a combination of the armature current and the field current is selected.

The present inventor has further noticed that in the in-vehicle device drive mode, when the required output changes, the relationship between the armature current, the field current and the maximum device efficiency changes.
Therefore, in this configuration, the relationship between the armature current, the field current, and the maximum device efficiency is stored in advance for each output, and the armature current that always gives the maximum device efficiency is stored from this stored content according to the required output. Select each value of field current. Thereby, the device efficiency can be further improved.

Particularly in this configuration, it is preferable to store the armature current and the field current that can obtain the maximum device efficiency at a fixed rotation speed (for example, idle rotation speed) to some extent in the vehicle-mounted device drive mode. This is because, in the vehicle-mounted device drive mode, the period of operation at the idle rotation speed level is long, so that the maximum efficiency of the device is obtained in this rotation speed region, and the overall efficiency is improved.

According to a seventh aspect of the present invention, in the vehicular generator-motor apparatus according to the fifth aspect, there is further provided a rotational speed detecting means for detecting the rotational speed of the vehicular AC generator-motor, and the control means includes the vehicle-mounted device. The relationship between the amount of electricity related to the armature current, the amount of electricity related to the field current, the device efficiency, and the rotation speed in the device drive mode is stored in advance, and the vehicle is mounted based on the detected rotation speed and the storage. It is characterized in that a combination of the armature current and the field current is selected so that the device efficiency in the device driving mode is substantially highest.

The inventor has further noticed that in the in-vehicle device drive mode, the relationship between the armature current, the field current, and the maximum device efficiency changes when the rotation speed changes. Therefore, in this configuration, the relationship between the armature current, the field current, and the maximum device efficiency is stored in advance for each rotation speed, and the armature that always provides the maximum device efficiency from the stored contents according to the current rotation speed. Select the current and field current values. Thereby, the device efficiency can be further improved.

In particular, in this configuration, an armature capable of obtaining the maximum device efficiency at an average electric current (electric output) value in the vehicle-mounted device drive mode (for example, an average electric output value required to drive the on-vehicle device). It is preferable to store the current and the field current.

According to the eighth aspect of the present invention, in the vehicular generator-motor apparatus according to the seventh aspect, the control means further includes an electric quantity relating to the armature current and an electric quantity relating to the field current in the vehicle-mounted device drive mode. The relationship between the electric output (or electric current), the device efficiency, and the rotation speed is stored in advance, and the in-vehicle device is driven based on the detected rotation speed, the required electric output (or electric current), and the storage. It is characterized in that a combination of the armature current and the field current that maximizes the device efficiency in the mode is selected.

That is, in this configuration, in the vehicle-mounted device drive mode, the relationship between the armature current, the field current, and the maximum device efficiency is stored in advance for each rotation speed and electric output, and the current rotation speed and electric output are stored. The values of the armature current and field current that always give the highest device efficiency are selected from the stored contents according to the above. Thereby, the device efficiency can be further improved.

According to a ninth aspect of the invention, in the vehicular generator-motor apparatus according to any one of the first to eighth aspects, the control means further electrically drives the vehicular generator-motor to start the engine. Since the field current and the armature current are set to the maximum levels at least at the initial stage of the engine start mode, a large engine starting torque can be obtained with a small vehicle generator-motor when the engine is started.

According to the structure of claim 10, in the vehicular generator-motor device according to claim 7, the control means further includes the armature current and the armature current at which the device efficiency in the in-vehicle device drive mode becomes substantially maximum. If the prescribed number of revolutions cannot be maintained during operation with the combination of the field currents,
The combination of the armature current and the field current is changed so as to maintain at least the predetermined rotation speed.

According to this configuration, normally, the efficiency priority mode is performed in which the control is performed by the combination of the armature current and the field current that maximizes the efficiency when driving the in-vehicle device, and some on-vehicle device is turned on. When the output is insufficient and the rotation decreases from the preferable value due to the above, the output is obtained by further increasing at least one of the armature current and the field current from the combination of the armature current and the field current that maximizes the above efficiency. Is increased to shift to the output priority mode that prevents the rotation speed from decreasing.

As a result, it is possible to improve the efficiency of the apparatus and cope with large load driving without unnecessarily increasing the size of the generator motor.

[0043]

BEST MODE FOR CARRYING OUT THE INVENTION The preferred embodiments of the present invention will be described with reference to the following examples.

(Overall Structure) FIG. 1 is a block diagram showing a vehicle drive system equipped with the vehicle generator-motor apparatus of this embodiment.

1 is an engine, 2 is a vehicular generator-motor, 3
Is an inverter, 4 is a battery, 5 is a rotation sensor, 6 is a controller, 7 is an electromagnetic clutch, 8 is a belt, 9 is an air conditioner compressor (on-vehicle device), and 10 is the battery 4 and the field winding of the generator motor 2 is energized. This is a field current control switch for intermittently controlling the generated field current. An in-vehicle device (not shown) is further connected to the belt 8, but the illustration is omitted.

The engine 1 is connected to a belt 8 through a pulley containing an electromagnetic clutch 7, and the belt 8 is connected to a pulley of the generator / motor 2 and an air conditioner compressor 9.

The generator motor 2 is composed of a field winding type three-phase synchronous machine, and is connected to the battery 4 through the inverter 3 so as to be capable of transmitting and receiving orthogonal bidirectional power.

The inverter 3 includes six arms (U-phase upper arm, U-phase lower arm, V-phase upper arm, V-phase upper arm, W-phase upper arm) which is composed of a switching element and a flywheel diode connected in antiparallel thereto. , W-phase upper arm), and the description thereof is omitted.

The controller 6 controls the switching elements of the inverter 3 on and off based on the rotation angle of the generator motor 2 obtained from the rotation sensor 5. Further, the controller 6 uses the generator motor 2 obtained from the output signal of the rotation sensor 5.
Speed, charge state of battery 4, engine not shown
Based on the information from the ECU, the inverter 3 is controlled to control the magnitude and phase of the armature current, the duty of the field current control switch 10 is adjusted, and the field winding of the generator motor 2 is energized. Control the field current to
Control the contact and separation of.

Since the above-mentioned apparatus configuration itself is well known, further detailed description will be omitted.

(Operation Control) The operation control of this apparatus performed by the controller 6 will be specifically described below with reference to the flowcharts shown in FIG.

First, the controller 6 and the like are initialized by turning on the IG switch, and then input data such as the number of revolutions of the generator motor 2 and the battery voltage is read, and the engine ECU is read.
To detect the engine operating state (S100).

Next, the operation mode in which the generator motor 2 should operate is determined based on the read data (S10).
2). In this embodiment, the generator motor 2 has four engine start modes, a boost power generation mode, a normal power generation mode, and a vehicle-mounted device drive mode, which will be described below. In addition to this, it goes without saying that a torque assist mode and a regenerative braking mode may be added.

Next, it is judged whether or not the engine start mode is selected (S104), and if it is not the engine start mode, the following step S106 is bypassed and step S10.
Jump to 8.

If it is the engine start mode, step S1.
06, the electromagnetic clutch 7 is engaged, the initial value of the field current If is the maximum value of the field current (duty of the field current control switch is 100%), and the maximum value of the armature current Ia (the switching element of the inverter 3). From the viewpoints of 100% duty or a duty value corresponding to a current value limited by the maximum current of the switching element), the generator motor 2 is electrically driven to start the engine, and the engine speed is increased and the battery capacity is saved and the efficiency is improved. The armature current Ia and the field current If may be gradually reduced. When the number of rotations of the generator motor 2 reaches a predetermined value N1 at which it can increase by itself, the field current If
Is maintained at the final value of the engine start mode, the armature current Ia for electric operation is set to 0 (duty of the switching element of the inverter 3 is 0%), the electric operation of the generator motor 2 is stopped, and the process proceeds to the next step S108. .

In step S108, it is determined whether or not the boost power generation mode is selected, and if it is not the boost power generation mode, the process skips step S110 and jumps to step S112.

If it is the boosting power generation mode, step S110.
Proceed to and implement boost power generation mode. Here, the boost power generation mode will be described in more detail. In this step-up power generation mode, all the switching elements of the upper arm of the inverter 3 are turned off and all the switching elements of the lower arm are turned on every predetermined period, and the three-phase armature winding of the generator motor 2 is kept for a predetermined short-circuit period. Only short circuit. At this time, since the switching elements of the upper arm are all turned off, the battery is not short-circuited. On the contrary, it goes without saying that all the switching elements of the upper arm may be turned on and all the switching elements of the lower arm may be turned off. Also, instead of all three phases, either the upper arm or the lower arm of the two phases may be short-circuited. A large current flows through the armature winding short-circuited by the generated voltage generated by the rotating armature during this short-circuit period, and magnetic energy is accumulated in the armature winding inductance. When this short circuit period ends, the short circuit of the switching element of the inverter 3 is eliminated, and as a result, a large generated voltage across the armature winding causes a charging current to flow to the battery through the flywheel diode of the inverter. A value obtained by multiplying the predetermined cycle by the denominator and the short-circuit period as a numerator by 100% is a short-circuit duty, and an increase in the short-circuit duty to a predetermined value contributes to an increase in the charging current.

Further, in this embodiment, the built-in non-volatile memory of the controller 6 has a rotation speed and a generated current (generated power output).
And the relationship between the pair of the armature current Ia (or the short-circuit duty Ds) and the field current If that maximizes the device efficiency are stored as a map.

Therefore, the present rotational speed and the required generated current (generated output) are substituted into this map, and the pair of armature current Ia and field current If that maximizes the device efficiency is read out. The required generated current (generated output) here is a value obtained from a current sensor (not shown), or a suitable battery charging current value calculated from the difference between the battery voltage and its target voltage. You may calculate and calculate the value which added the current consumption value of the present vehicle-mounted electric equipment. Then, the short-circuit duty Ds is adjusted so that the obtained armature current Ia is obtained, the inverter 3 is cyclically short-circuited by the short-circuit duty Ds, and the duty of the field current control switch is obtained. The field current control switch is controlled as a value corresponding to.

In step S112, it is determined whether or not the normal power generation mode is selected. If the normal power generation mode is not selected, the process skips step S114 and jumps to step S116.

In the normal power generation mode, step S114
And proceeds to the normal power generation control that converges the battery voltage to the target voltage by intermittently controlling the field current control switch 10 according to the comparison result of the battery voltage and the target voltage,
Proceed to next step 116.

In step 116, it is judged whether or not the in-vehicle device drive mode is selected. If it is not in the in-vehicle device drive mode, the following step S118 is bypassed and step S1.
Return to 00.

In the case of the in-vehicle device drive mode, step S1
Proceed to 18, and execute the in-vehicle device drive mode. here,
The in-vehicle device drive mode will be described in more detail. In this vehicle-mounted device drive mode, normal motor control is performed in which the switching element of the inverter 3 is controlled to form a pseudo three-phase AC voltage waveform and the pseudo three-phase AC voltage waveform is applied to the three-phase armature winding of the generator motor 2.

Further, in this embodiment, the built-in non-volatile memory of the controller 6 stores the relationship between the number of revolutions and the pair of armature current Ia and field current If that maximizes the device efficiency as a map. .

Therefore, the current rotational speed is substituted into this map, and the pair of the armature current Ia and the field current If that maximizes the device efficiency is read out. Then, the inverter 3 is adjusted while adjusting the duty so as to obtain the obtained armature current Ia.
And the field current control switch 10 is controlled as a value corresponding to the value of the field current If obtained by determining the duty of the field current control switch 10.

According to the control described above, the above-mentioned maximum device efficiency can be realized in the low speed power generation mode and the in-vehicle device drive mode without inviting a complicated device configuration.

(Modification) Of the maps used in the above embodiment, either one or both of the rotation speed and the generated current (generated output) or the electric current (electric output) may be omitted. When both are omitted, it is possible to operate the low-speed power generation mode or the in-vehicle device drive mode with a pair of armature current and field current, which maximizes device efficiency at a certain specific rotation speed and armature current. .

Further, instead of storing the field current If, the duty of the field current control switch 10 may be stored.

(Modification) In the vehicle-mounted device drive mode, when the driver operates the steering wheel to operate the power steering pump while selecting a pair of armature current and field current that maximizes device efficiency, The load on the generator motor suddenly increases. Therefore, in this case, the required output is obtained (or the output is maximized) from the operation of the combination of the armature current and the field current that temporarily maximizes the efficiency, and the field current. By changing the operation in combination with the electric current, it is possible to achieve both improvement in device efficiency and compatibility with heavy load driving without increasing the size of the generator motor.

This specific control will be described with reference to FIG. 3. In step 120, it is checked whether or not the electric output is insufficient. If the electric output is insufficient, the electric output is required only in step S122. Just upload it. In addition,
Normally, in the in-vehicle device drive mode, the in-vehicle device drive rotation speed is determined in advance, so it may be determined whether the rotation speed is lower than this predetermined rotation speed. If it decreases, the armature current or the field current may be increased to increase the electric output to maintain the predetermined rotational speed. Of course, even in this case, based on the map between the armature current, the field current, and the device efficiency, which are stored in advance at this predetermined number of revolutions, the armature current and the field which cause less damage to the device efficiency as little as possible. It is preferable to select a combination with a magnetic current.

Furthermore, to explain further, when a certain on-vehicle device is turned on, the load on the generator motor rapidly increases.
Since the field coil has a large inductance, it takes time to increase the electric output by increasing the field current. Immediately after this certain on-vehicle device is turned on, it is necessary to accelerate the rotational speed of this certain on-vehicle device from 0 to a predetermined suitable value. After reaching that value, it should be greater than the electrical power required to maintain this preferred rotational speed value. Therefore,
When it is detected that an in-vehicle device is turned on (when insufficient electric output is detected), the above acceleration is made good by first operating the generator motor at the maximum electric output that can be output, and then an appropriate rotation speed is set. It suffices to adjust the armature current and the field current so that the electric output can be secured. In addition, in step 120, whether or not the electric output is insufficient is determined by the number of rotations, and an electric device for obtaining a necessary output of the generator motor by adding the predicted load power value of the on-vehicle device that is turned on. It may be determined whether or not the combination of the child current and the field current deviates from the maximum efficiency. Further, the armature current and the field current are feedback-controlled to maintain a suitable rotation speed, and the armature current and the field current at the time when the rotation speed converges to the suitable rotation speed and the calculated electric output are , The armature current and field current, which are stored in advance, are substituted into the map of the motor output and the device efficiency, the pair of armature current and field current that gives the best device efficiency at this time is selected, and this pair is selected. Alternatively, the armature current and the field current may be adjusted respectively.

[Brief description of drawings]

FIG. 1 is a block diagram showing a vehicle drive system equipped with an example of a vehicle generator-motor apparatus of the present invention.

FIG. 2 is a flowchart showing a control operation of the apparatus of FIG.

3 is a flowchart showing a control operation of the apparatus of FIG.

[Explanation of symbols]

1 engine 2 Vehicle generator motor 3 inverter 4 battery 5 Rotation sensor (rotation speed detection means) 6 Controller (control means) 7 Electromagnetic clutch 8 belts 9 Air conditioner compressor (vehicle equipment) 10 Field current control switch (switching means)

   ─────────────────────────────────────────────────── ─── Continued front page    F-term (reference) 3G093 BA14 BA21 CA01 CA02 DA12                       DB01 DB19 DB28 EB09 EC02                       FB05                 5G060 AA08 CA08 DB08                 5H590 AA02 CA07 CA23 CC01 CD01                       CD03 CE05 DD23 EA01 EA07                       EA10 EA13 EB12 EB13 EB14                       FA05 FA08 FB01 FC11 GA02                       GA04 GA06 HA02 HA04 HA06                       HA27

Claims (10)

[Claims] 1. An AC generator motor having a field winding for exchanging power with an engine, an inverter arranged between the AC generator motor and a battery for orthogonal bidirectional power conversion, and the field winding. Switching means for controlling a field current flowing through the wire; stator current control means for driving the inverter at a predetermined duty to supply a predetermined armature current to the armature winding of the AC generator motor; and a predetermined low speed. When the motor is rotating, the inverter is driven at a predetermined short-circuit duty to short-circuit and open the armature winding periodically, thereby boosting the generated current of the vehicle alternator to charge the battery. And a control unit having the control unit, wherein the control unit is a power generation output of the vehicle generation motor (or (The generated current) and the number of revolutions, the combination of the armature current and the field current that maximizes the device efficiency is stored, and the armature current and the field current are set to the stored combination during the boost generation mode. A generator / motor device for a vehicle, comprising: 2. The vehicular generator-motor device according to claim 1, wherein the control means controls the amount of electricity related to the armature current, the amount of electricity related to the field current, and the generated power output (or power generation) in the boost power generation mode. Current) and device efficiency are stored in advance, and the armature current and the device current at which the device efficiency in the boosting power generation mode is substantially highest are stored based on the required power generation output (or power generation current) and the storage. A generator-motor device for a vehicle, wherein a combination of field currents is selected. 3. The vehicular generator-motor device according to claim 1, further comprising a rotation speed detection unit that detects a rotation speed of the vehicle AC generator motor, wherein the control unit is the electric machine in the step-up power generation mode. The relationship between the amount of electricity related to the child current, the amount of electricity related to the field current, the device efficiency, and the rotation speed is stored in advance, and the device efficiency in the boost power generation mode is based on the detected rotation speed and the storage. A combination of the armature current and the field current that maximizes the above is selected. 4. The vehicular generator-motor device according to claim 3, wherein the control means includes an electric quantity related to the armature current, an electric quantity related to the field current, and a generated output (generated current) in the boosting power generation mode. And the relationship between the device efficiency and the rotation speed are stored in advance,
A combination of the armature current and the field current that maximizes the device efficiency in the boost power generation mode is selected based on the detected rotation speed, the required power generation output (power generation current), and the memory. A generator / motor device for a vehicle, comprising: 5. A field winding type AC generator motor that transmits and receives power to and from an engine through a clutch and drives an in-vehicle device, and is arranged between the AC generator motor and a battery to perform orthogonal bidirectional power conversion. An inverter; switching means for controlling a field current flowing through the field winding; and control means having an in-vehicle device drive mode for electrically operating an in-vehicle device by the vehicle generator motor by opening the clutch. A vehicular generator-motor device, wherein the control means has the armature current and the field which have substantially the highest device efficiency in the electric output and the rotational speed of the vehicular generator-motor required in the in-vehicle device drive mode. A combination of currents is stored, and the armature current and the field current are set to the stored combination in the in-vehicle device drive mode. Characteristic vehicle generator motor device. 6. The vehicular generator-motor device according to claim 5, wherein the control means controls the amount of electricity related to the armature current, the amount of electricity related to the field current, and the electric output (or electric power) in the vehicle-mounted device drive mode. Current) and device efficiency in advance, and based on the required electric output (or electric current) and the storage, the armature current and the device efficiency at which the device efficiency in the vehicle-mounted device drive mode is substantially highest, and A vehicular generator-motor device, characterized in that a combination of the field currents is selected. 7. The vehicular generator-motor device according to claim 5, further comprising a rotation speed detection unit that detects a rotation speed of the vehicle AC generator motor, wherein the control unit is configured to operate in the vehicle-mounted device drive mode. The relationship between the amount of electricity related to the armature current, the amount of electricity related to the field current, the device efficiency, and the number of revolutions is stored in advance, and based on the detected number of revolutions and the storage, the in-vehicle device drive mode is set. A generator / motor device for a vehicle, characterized in that a combination of the armature current and the field current that maximizes device efficiency is selected. 8. The vehicular generator-motor device according to claim 7, wherein the control means includes an electric quantity related to the armature current and an electric quantity related to the field current and an electric output (or electric current) in the vehicle-mounted device drive mode. ), The device efficiency, and the rotational speed are stored in advance, and the device efficiency in the vehicle-mounted device drive mode is based on the detected rotational speed, the required electric output (or electric current), and the storage. A combination of the armature current and the field current that maximizes the above is selected. 9. The vehicular generator-motor device according to any one of claims 1 to 8, wherein the control means electrically drives the vehicular generator-motor to start the engine at least at an initial stage of an engine start mode. A generator-motor apparatus for a vehicle, wherein the field current and the armature current are set to maximum levels. 10. The vehicular generator-motor device according to claim 7, wherein the control means operates by a combination of the armature current and the field current that maximizes the device efficiency in the vehicle-mounted device drive mode. At that time, if the predetermined rotation speed cannot be maintained, the combination of the armature current and the field current is changed so as to maintain at least the predetermined rotation speed.