JP2012232714A - Auxiliary drive control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an auxiliary drive control device that is advantageous in downsizing of an electric motor for driving the auxiliary.SOLUTION: The auxiliary drive control device that is applied to a vehicle 1 that includes an internal combustion engine 3 provided as a running power source, and a plurality of auxiliaries 8a-8e that can be connected to an output shaft 3a of the internal combustion engine 3 to mutually transmit power, includes: a clutch 12 that is provided in the power transmission path between the internal combustion engine 3 and the auxiliaries 8a-8e and can connect or disconnect the transmission of the power between these; and an integration motor 15 that is connected to each of the auxiliaries 8a-8e so that power can be transmitted mutually. The auxiliary drive control device, when the drive power required by the auxiliaries 8a-8e is less than the determination value, executes a first drive mode and switches the clutch 12 to a release state and drives the auxiliaries 8a-8e by the integration motor 15, and when the drive power required by the auxiliaries 8a-8e is equal to or more than the determination value, execute a second drive mode and switches the clutch 12 to an engagement state and drives the auxiliaries 8a-8e by the internal combustion engine 3.

Description

  The present invention relates to an accessory drive control device capable of driving an accessory with an internal combustion engine and an electric motor.

  There is known an auxiliary machine drive device that is applied to a hybrid vehicle provided with a plurality of auxiliary machines and drives all auxiliary machines with two electric motors (see Patent Document 1). In addition, Patent Documents 2 to 5 exist as prior art documents related to the present invention.

JP 2008-155719 A Japanese Patent Laid-Open No. 10-291415 JP 2002-274166 A JP 2004-291707 A JP 2002-371880 A

  In the device of Patent Document 1, when all the auxiliary machines are operating, it is necessary to supply the driving force required by those auxiliary machines from the two electric motors. Therefore, an electric motor capable of outputting a driving force capable of operating all connected auxiliary machines simultaneously with a maximum load is required. In this case, the electric motor may be increased in size.

  Accordingly, an object of the present invention is to provide an accessory drive control device that is advantageous for downsizing an electric motor for driving an accessory.

  An auxiliary machine drive control device according to the present invention is provided in a vehicle including an internal combustion engine provided as a driving power source and an auxiliary machine connectable so that power is transmitted to and from the output shaft of the internal combustion engine. An applied electric motor connected to the auxiliary machine so as to be able to transmit power to each other, and an engagement for transmitting power between the auxiliary machine, the electric motor and the output shaft of the internal combustion engine Clutch means capable of switching between a state and a disengaged state in which power transmission is cut off, and when the driving force required by the auxiliary machine is less than a predetermined judgment value set in advance, the clutch means is switched to the disengaged state. A first drive mode for driving the auxiliary machine with the electric motor is executed, and when the driving force required by the auxiliary machine is not less than the determination value, the clutch means is switched to the engaged state and the internal combustion engine A second driving the auxiliary machine; Comprises a control means for executing the dynamic mode, the (claim 1).

  According to the auxiliary drive control apparatus of the present invention, the auxiliary machine is driven by the internal combustion engine when the driving force required by the auxiliary machine is equal to or greater than the determination value, so that the auxiliary machine can be driven by the electric motor at the maximum load. There is no need to request possible output. Thereby, since the maximum output of the electric motor can be suppressed, the electric motor can be reduced in size.

  In one aspect of the auxiliary drive control apparatus of the present invention, an output shaft of the internal combustion engine is connected to a drive wheel of the vehicle via a transaxle so as to be able to transmit power to the vehicle, A motor generator provided on a transaxle and connected to each of the drive wheels and the output shaft of the internal combustion engine so as to be able to transmit power to each other and function as an electric motor and a generator, and generated by the motor generator And a battery capable of supplying electricity to the electric motor and switching the clutch means to the disengaged state and causing the motor / generator to function as a generator to generate electricity. The battery is charged and the auxiliary motor is driven by driving the electric motor using the electricity of the battery. A first energy efficiency calculating means for calculating a first energy efficiency which is an energy efficiency of the vehicle; and the vehicle when the auxiliary means is driven by the power of the internal combustion engine by switching the clutch means to the engaged state. And a second energy efficiency calculating means for calculating a second energy efficiency that is an energy efficiency of the first drive mode when the first energy efficiency is higher than the second energy efficiency. And when the first energy efficiency is less than or equal to the second energy efficiency, the second drive mode may be executed (Claim 2). According to this aspect, the first energy efficiency and the second energy efficiency are compared, and the drive mode with the higher energy efficiency is executed. Therefore, the fuel consumption of the vehicle can be improved. Since power can be input to the motor / generator from both the internal combustion engine and the drive wheels, when the motor / generator functions as a generator, it is input from at least one of the internal combustion engine and the drive wheels. Power can be generated using power.

  In this embodiment, the vehicle is energy efficient when the stopped internal combustion engine is started and then the clutch means is switched to the engaged state to drive the auxiliary machine with the power of the internal combustion engine. And further comprising third energy efficiency calculating means for calculating energy efficiency in consideration of an energy loss caused when the internal combustion engine is started, and the control means is configured to calculate the first energy efficiency when the internal combustion engine is stopped. And when the first energy efficiency is higher than the third energy efficiency, the first drive mode is executed, and the first energy efficiency is equal to or lower than the third energy efficiency. Alternatively, the internal combustion engine may be started to execute the second drive mode. In this case, since the drive mode with the highest energy efficiency is executed regardless of the operating state of the internal combustion engine, the fuel efficiency of the vehicle can be further improved.

  Further, the control means may execute the second drive mode when the charge amount of the battery is equal to or less than a predetermined lower limit value (Claim 4). In this case, it can prevent that the charge amount of a battery reduces excessively. For this reason, it is possible to suppress power shortage when driving of the auxiliary machine by the electric motor is required.

  In one form of the auxiliary drive control apparatus of the present invention, when a predetermined regeneration condition is satisfied, the motor / generator functions as a generator, and the motor / generator is driven by energy input from the drive wheels. A regeneration control means for charging the battery, and a recovery for switching the clutch means to the engaged state when a predetermined restriction condition for restricting charging of the battery is established when the regeneration condition is established. Energy increasing means may further be provided. According to this aspect, when the charging of the battery is restricted, the auxiliary machine is driven by the energy input from the driving wheel, so that it is possible to prevent the energy from being wasted. Further, since the kinetic energy input from the drive wheels is used without being converted into electric energy or the like, energy efficiency can be improved.

  In this embodiment, the electric motor can function as a generator, and is electrically connected to the vehicle so as to be electrically connected to the electric motor and to be able to exchange electricity with the battery. An auxiliary battery is further provided, and the recovered energy increasing means causes the electric motor to function as a generator when the restriction condition is satisfied when the regeneration condition is satisfied, and supplies the auxiliary battery to the auxiliary battery. Charging may be performed (claim 6). According to this aspect, since the energy input from the drive wheels is charged to the auxiliary battery even when charging to the battery is restricted, the energy recovery rate can be improved. Further, by charging the auxiliary battery, it is possible to suppress a shortage of charge when the auxiliary machine is driven by the electric motor. In addition, by charging the auxiliary battery in this way, the motor / generator is backed up by the electric motor when the motor / generator temperature is high during continuous high-load operation or when the motor / generator is faulty. be able to.

  In one form of the auxiliary drive control apparatus of the present invention, the control means may execute the first drive mode when the drive force required for the vehicle is larger than a predetermined determination drive force ( Claim 7). As a result, the power that can be used to drive the drive wheels can be increased, so that the acceleration performance of the vehicle can be improved.

  In one form of the auxiliary drive control apparatus of the present invention, the control means may execute the second drive mode when an operation restriction condition for restricting the operation of the electric motor is satisfied. 8). Thereby, overload and overheating of the electric motor can be prevented. In addition, this makes it possible to reduce specifications required for the electric motor, such as output and upper limit temperature, thereby reducing costs.

  As described above, according to the auxiliary machine drive control device of the present invention, it is not necessary to drive the auxiliary machine with the maximum load with the electric motor, so that the maximum output of the electric motor can be suppressed. Therefore, the electric motor can be reduced in size.

The figure which shows typically the vehicle incorporating the auxiliary machinery drive control apparatus which concerns on one form of this invention. The figure for demonstrating the flow of the motive power in 1st drive mode. The figure for demonstrating the flow of the motive power in 2nd drive mode. The figure for demonstrating the flow of the motive power in 3rd drive mode. The flowchart which shows the drive mode switching control routine which a control apparatus performs. The flowchart which shows the modification of a drive mode switching control routine. The figure which shows the modification of the auxiliary machinery drive control apparatus which concerns on one form of this invention.

  FIG. 1 schematically shows a vehicle in which an accessory drive control device according to one embodiment of the present invention is incorporated. The vehicle 1 includes an internal combustion engine 3 as a driving power source for driving the left and right drive wheels 2. For convenience, this figure shows only one drive wheel 2. The output shaft 3a of the internal combustion engine 3 and the drive wheel 2 are connected so that power can be transmitted to each other via a transaxle 4 provided with a transmission mechanism and a differential mechanism (not shown). The transaxle 4 includes a motor generator (hereinafter abbreviated as MG) 5. The MG 5 includes a rotor 5a and a stator 5b that is coaxially disposed on the outer peripheral side thereof, and is a well-known one that functions as an electric motor and a generator. The MG 5 is connected to each of the drive wheels 2 and the output shaft 3a of the internal combustion engine 3 so as to be able to transmit power to each other. Therefore, the MG 5 can output power to the drive wheels 2 by functioning as an electric motor. Further, the MG 5 can generate power using the power output from the internal combustion engine 3 and the energy input from the drive wheels 2 by functioning as a generator. Thus, the vehicle 1 is configured as a parallel hybrid vehicle.

  The MG 5 is electrically connected to the battery 7 via a power control unit (PCU) 6. The PCU 6 is a well-known one for controlling direct current and alternating current. The PCU 6 controls the power supplied from the battery 7 to the MG 5 and the power charged from the MG 5 to the battery 7.

  The vehicle 1 is provided with a plurality of auxiliary machines 8a to 8e. For example, a cooling water pump for circulating cooling water of the internal combustion engine 3, an air conditioner compressor, a vacuum pump for generating negative pressure used in the vehicle 1, and a brake hydraulic pressure to control the brake hydraulic pressure to stabilize the posture of the vehicle. The MG cooling water pump for circulating the cooling water of MG5 and the cooling water of MG5 are provided as auxiliary equipment. Each auxiliary machine 8a-8e is connected with the common rotating shaft 10 via auxiliary machine clutch 9a-9e, respectively. The auxiliary machine clutch 9a is configured to be switchable between an engaged state in which power is transmitted between the auxiliary machine 8a and the rotary shaft 10 and a released state in which the power transmission is interrupted. The other auxiliary machine clutches 9b to 9e are similarly configured. Hereinafter, when it is not necessary to distinguish the auxiliary machines 8a to 8e and the auxiliary machine clutches 9a to 9e, they are simply referred to as an auxiliary machine 8 and an auxiliary machine clutch 9. An electromagnetic clutch is used as the auxiliary machine clutch 9.

  A pulley 11 is fixed to the rotary shaft 10. A pulley 13 is connected to the output shaft 3a of the internal combustion engine 3 via a clutch 12 as clutch means. The clutch 12 is configured to be switchable between an engaged state where power is transmitted between the output shaft 3a and the pulley 13 and a released state where the power transmission is interrupted. An electromagnetic clutch is also used for the clutch 12. A belt 14 is wound between the pulley 11 and the pulley 13. Therefore, when the clutch 12 is in the engaged state, the rotary shaft 10 is rotationally driven by the internal combustion engine 3, thereby driving the auxiliary machines 8a to 8e.

  The vehicle 1 is provided with an integrated motor 15 as an electric motor so that each of the auxiliary machines 8a to 8e can be driven. The integrated motor 15 includes a rotor 15a and a stator 15b arranged coaxially on the outer peripheral side thereof, and is configured to function as an electric motor and a generator. As shown in this figure, the rotor 15 a is connected to the rotating shaft 10. The integrated motor 15 is electrically connected to an auxiliary power source 16 as an auxiliary battery. The integrated motor 15 and the auxiliary machine power supply 16 are connected so that electric power can be supplied from the auxiliary machine power supply 16 to the integrated motor 15 and the electric power generated by the integrated motor 15 can be charged to the auxiliary machine power supply 16. The battery 7 and the auxiliary power source 16 are electrically connected via the DCDC converter 17 so that electricity can be exchanged between them.

  In this specification, the electric power on the discharge side discharged from the battery 7 or the auxiliary machine power supply 16 is represented by plus, and the electric power on the charging side charged in the battery 7 or the auxiliary machine power supply 16 is represented by minus. Therefore, for example, the electric power charged in the battery 7 is more charged as the value indicating it is smaller.

  The operations of the MG 5, the integrated motor 15, the auxiliary machine clutches 9 a to 9 e and the clutch 12 are controlled by the control device 20. The control device 20 is configured as a computer unit including a microprocessor and peripheral devices such as RAM and ROM necessary for its operation. The control device 20 holds various control programs for causing the vehicle 1 to travel appropriately. For example, a program for controlling the fuel supply device of the internal combustion engine 3 so as to calculate the amount of fuel to be supplied to the internal combustion engine 3 based on the accelerator opening or the like and to supply the calculated amount of fuel is held. . The control device 20 executes control of the control objects such as the internal combustion engine 3 and the MG 5 by executing these programs. Various sensors for acquiring information related to the vehicle 1 are connected to the control device 20. For example, a vehicle speed sensor 21 that outputs a signal corresponding to the speed of the vehicle 1, an accelerator opening sensor 22 that outputs a signal corresponding to the accelerator opening, a first sensor 23 for monitoring the state of charge of the battery 7, and an auxiliary A second sensor 24 and the like for monitoring the charging state of the machine power supply 16 are connected. As the first sensor 23 and the second sensor 24, specifically, a current sensor and a voltage sensor are provided. In addition, various sensors such as an air flow meter that outputs a signal corresponding to the intake air amount of the internal combustion engine 3 and a crank angle sensor that outputs a signal corresponding to the rotational speed of the output shaft 3a of the internal combustion engine 3 are connected. They are not shown in the figure. Although not shown, the control device 20 is also connected to an air conditioner switch and the like.

  The control device 20 controls the auxiliary machine clutches 9a to 9e according to the operating state of the auxiliary machines 8a to 8e. The auxiliary machine clutch 9 is switched to the engaged state when the activation is requested to the auxiliary machine 8 to which the auxiliary machine clutch 9 is attached, and is switched to the released state when the auxiliary machine 8 is requested to stop. For example, the accessory clutch 9 attached to the compressor of the air conditioner is switched to the released state when the switch of the air conditioner is switched off, and is switched to the engaged state when the switch is switched on. Further, in the auxiliary machine 8 in which the auxiliary machine clutch 9 is engaged, the driving force required by the auxiliary machine 8 changes according to the load of the auxiliary machine 8. As described above, when the states of the auxiliary clutches 9a to 9e are switched or the driving force required by the auxiliary device 8 is changed, the driving force required to rotationally drive the rotary shaft 10 is changed.

  The control device 20 switches the driving mode for driving these auxiliary machines 8a to 8e according to the state of each auxiliary machine clutch 9 and the driving force required by each auxiliary machine 8a to 8e. In this vehicle 1, the auxiliary machine 8 is driven by the first drive mode in which the auxiliary motor 8 is driven by the integrated motor 15, the second drive mode in which the auxiliary machine 8 is driven by the internal combustion engine 3, and the energy input from the drive wheels 2. The third driving mode for driving is set as the driving mode. Each drive mode will be described with reference to FIGS. In these drawings, a thick solid line indicates a flow of electric power, and a thick broken line indicates a flow of mechanical power. In the first drive mode and the second drive mode, the power of the internal combustion engine 3 is transmitted to the drive wheels 2 via the transaxle 4, thereby driving the drive wheels 2, but the flow of the mechanical power is illustrated. Omitted.

  FIG. 2 is a diagram for explaining the flow of power in the first drive mode. In the first drive mode, the clutch 12 is switched to the released state. The internal combustion engine 3 is operated, and the power of the internal combustion engine 3 is transmitted to the transaxle 4 as indicated by the arrow MP1. The MG 5 functions as a generator, and power is generated using at least part of the power of the internal combustion engine 3. Further, when the vehicle 1 is decelerated, the MG 5 is driven by the energy input from the drive wheels 2 as indicated by the arrow MP2, and power is also generated by this. In addition, when the driving wheel 2 needs to be driven by the internal combustion engine 3 during acceleration of the vehicle 1, power is transmitted from the transaxle 4 to the driving wheel 2. Electricity generated in the MG 5 is charged in the battery 7 as indicated by an arrow EP1. Electricity is supplied from the battery 7 to the auxiliary power supply 16 via the DCDC converter 17 as indicated by an arrow EP2. Then, the integrated motor 15 is operated with the electric power supplied from the auxiliary power supply 16 as indicated by an arrow EP3. As a result, power is supplied from the integrated motor 15 to the rotary shaft 10 as shown by the arrow MP3, and each auxiliary machine 8 is driven. The controller 20 functions as the regeneration control means of the present invention by charging the battery 7 with the energy input from the drive wheels 2 by executing the first drive mode in this way.

  FIG. 3 is a diagram for explaining the flow of power in the second drive mode. In the second drive mode, the clutch 12 is switched to the engaged state. The internal combustion engine 3 is operated, and the power of the internal combustion engine 3 is transmitted to the rotary shaft 10 as indicated by the arrow MP4. Thereby, each auxiliary machine 8 is driven. Although not shown in the figure as described above, the power of the internal combustion engine 3 is also transmitted to the transaxle 4, thereby driving the drive wheels 2.

  FIG. 4 is a diagram for explaining the flow of power in the third drive mode. In the third drive mode, the clutch 12 is switched to the engaged state. The fuel supply to the internal combustion engine 3 is stopped so that the output shaft 3 a is rotationally driven by the energy input from the drive wheels 2. As a result, the auxiliary machine 8 is driven by the energy input from the drive wheel 2 as indicated by the arrow MP5. The MG 5 functions as a generator, and electricity generated by the MG 5 is charged to the battery 7 as indicated by an arrow EP4. The integrated motor 15 also functions as a generator, and electricity generated by the integrated motor 15 is charged to the auxiliary power source 16 as indicated by an arrow EP5.

  FIG. 5 shows a drive mode switching control routine executed by the control device 20 for appropriately switching these drive modes in accordance with the traveling state of the vehicle 1 and the like. This control routine is repeatedly executed at a predetermined cycle regardless of the traveling state of the vehicle 1 or the like. By executing this control routine, the control device 20 functions as the control means of the present invention.

  In this control routine, the control device 20 first acquires information (vehicle information) related to the vehicle 1 and operation information (vehicle operation information) for the vehicle 1 in step S11. As the vehicle information, for example, the vehicle speed, the accelerator opening, the charge amount of the battery 7, the charge amount of the auxiliary power source 16, and the like are acquired. Further, the states of the clutch 12 and the auxiliary machine clutches 9a to 9e and the driving force required by the auxiliary machines 8a to 8e are also acquired. As the vehicle operation information, for example, whether or not an air conditioner switch is operated is acquired.

  In the next step S12, the control device 20 determines whether or not the vehicle 1 is decelerating. When it is determined that the vehicle 1 is decelerating, the process proceeds to step S13, and the control device 20 calculates the regenerative power Plim and the regenerative resource output Pin. The regenerative power Plim is power that can be received by the battery 7. As is well known, this electric power becomes smaller as the charged amount of the battery 7 is larger and the temperature is higher. Therefore, the regenerative power Plim may be calculated based on the charge amount or temperature of the battery 7. The regenerative resource output Pin is a value obtained by subtracting the power loss in the power transmission path between the MG 5 and the battery 7 from the energy input from the drive wheel 2 at the time of deceleration, that is, the power expected to be generated in the MG 5 by the regenerative energy resource. The regenerative energy resource increases as the deceleration of the vehicle 1 increases. Therefore, the regenerative resource output Pin may be calculated based on the vehicle speed or the like. Note that, as described above, since the electric power on the charging side of the battery 7 is represented by a negative value, the regenerative power Plim and the regenerative resource output Pin are both negative values.

  In subsequent step S <b> 14, the control device 20 determines whether or not the regenerative power Plim is equal to or less than the regenerative power output Pin. When it is determined that the regenerative power Plim is greater than the regenerative resource output Pin, that is, all the power expected to be generated by the MG 5 cannot be received by the battery 7, the process proceeds to step S 15, and the control device 20 drives the auxiliary machine 8. Is switched to the third drive mode. By executing this process, the control device 20 functions as the recovered energy increasing means of the present invention. Thereafter, the current control routine is terminated.

  On the other hand, if it is determined in step S12 that the vehicle is not decelerating, or if it is determined in step S14 that the regenerative power Plim is less than or equal to the regenerative power output Pin, that is, it is possible to accept all the power expected to be generated in MG5 by the battery In step S16, the control device 20 calculates the first energy efficiency E1. The first energy efficiency E1 is the energy efficiency of the vehicle 1 that is expected when the first drive mode is performed in the current traveling state of the vehicle 1. The energy efficiency of the vehicle 1 is indicated by a ratio of energy used for driving each part of the vehicle 1 (for example, the drive wheel 2 and the auxiliary machine 8) among the energy input to the internal combustion engine 3. The first energy efficiency E1 is calculated by the following equation (1). By executing this process, the control device 20 functions as the first energy efficiency calculating means of the present invention.

  In this equation (1), the engine input is energy input to the internal combustion engine 3. This is estimated based on the amount of fuel supplied to the internal combustion engine 3, for example. The engine output is energy output from the internal combustion engine 3. This is estimated based on, for example, the rotational speed of the internal combustion engine 3 and the intake air amount. The main engine transmission loss is a mechanical energy loss that occurs when power is transmitted from the internal combustion engine 3 to the drive wheels 2 via the transaxle 4. This is estimated based on the gear ratio of the transmission mechanism of the transaxle 4, for example. The engine input, engine output, and main engine transmission loss use values at the operating point of the internal combustion engine 3 that are expected when the first drive mode is executed. For these calculations, for example, the relationship between the operating state of the internal combustion engine 3 and the engine input, the engine output, and the main system transmission loss is obtained in advance by experiments or numerical calculations, and stored in the ROM of the control device 20 as a map. The map may be referred to.

  The first auxiliary system transmission loss in the equation (1) is an electric energy loss that occurs when electricity is transmitted from the battery 7 to the integrated motor 15 and a machine that is generated when power is transmitted from the integrated motor 15 to the auxiliary device 8. It is the value which added dynamic energy loss. The first auxiliary system transmission loss includes the electric energy loss in the path for charging the battery 7 with the electricity generated by the MG 5 indicated by the arrow EP1 in FIG. 2, and the driving wheel 2 indicated by the arrows MP2 and EP1. Mechanical and electrical energy loss in a path for converting the input energy into electricity and charging the battery 7 may be added. In addition, the average value in the time range set beforehand is used for the energy loss in the path | route shown by arrow EP1, MP2.

  In the next step S17, the control device 20 calculates the second energy efficiency E2. The second energy efficiency E2 is the energy efficiency of the vehicle 1 that is expected when the second drive mode is performed in the current traveling state of the vehicle 1. The second energy efficiency E2 is calculated by the following equation (2). By executing this process, the control device 20 functions as the second energy efficiency calculating means of the present invention.

  The engine input, engine output, and main engine transmission loss of the equation (2) are the same as those used in the equation (1) described above. However, the expected operating point of the internal combustion engine 3 differs between when the first drive mode is implemented and when the second drive mode is implemented. Therefore, in the formula (2), a value at the operating point of the internal combustion engine 3 that is expected when the second drive mode is executed is used. The second auxiliary system transmission loss is a mechanical energy loss generated in a path for transmitting power from the internal combustion engine 3 to the auxiliary machine 8 via the belt 14 as indicated by an arrow MP4 in FIG.

  In the next step S18, the control device 20 determines whether or not the first energy efficiency E1 is greater than the second energy efficiency E2. If the first energy efficiency E1 is greater than the second energy efficiency E2, the process proceeds to step S19, and it is determined whether or not a motor drive restriction condition for restricting the driving of the auxiliary machine 8 by the integrated motor 15 is satisfied. The motor drive restriction condition is, for example, when the load of the auxiliary machine 8 is larger than the maximum output of the integrated motor 15 or when the auxiliary machine 8 is driven by the integrated motor 15 and the temperature of the motor 15 is expected to be higher than a predetermined upper limit temperature. It is determined that In addition, when the driving mode of the auxiliary machine 8 is maintained in the first driving mode based on the current running state of the vehicle 1, the time is less than a predetermined lower limit time or more than a predetermined upper limit time. It may be determined that

  When the motor drive restriction condition is not satisfied, the process proceeds to step S20, and the control device 20 determines whether or not the charge amount of the battery 7 is larger than a predetermined switching lower limit value. As described above, the electricity of the battery 7 is supplied to the integrated motor 15 in the first drive mode. Therefore, the switching lower limit value is set as the lower limit value of the charge amount of the battery 7 that can select the first drive mode. Note that the switching lower limit value may be set based on, for example, the capacity of the battery 7 or the power consumption of the integrated motor 15 in the first drive mode.

  When the charge amount is larger than the switching lower limit value, the process proceeds to step S21, and the control device 20 determines whether or not a travel performance priority condition that prioritizes the travel performance of the vehicle 1 over the fuel efficiency is satisfied. This condition is determined to be satisfied when, for example, the driving force requested by the driver to the vehicle 1 is greater than a predetermined determination driving force. Alternatively, it may be determined that the condition is satisfied when the acceleration performance of the vehicle 1 needs to be improved, such as when the accelerator is suddenly depressed. When the traveling performance priority condition is satisfied, the process proceeds to step S22, and the control device 20 determines whether or not the driving force required by the auxiliary machine 8 (auxiliary driving force) is less than a preset determination value. The determination value is a value set as a reference when determining switching of the drive mode. As is well known, the thermal efficiency of the internal combustion engine 3 increases as the load on the internal combustion engine 3 increases. Therefore, for example, a value that is smaller than the maximum output of the integrated motor 15 and the thermal efficiency of the internal combustion engine 3 is equal to or higher than a predetermined lower limit efficiency is set as the determination value.

  When the accessory driving force is less than the determination value, the process proceeds to step S23, and the control device 20 switches the driving mode of the accessory 8 to the first driving mode. Thereafter, the current control routine is terminated.

  On the other hand, if step S18 is negatively determined, step S19 is positively determined, step S20 is negatively determined, step S21 is negatively determined, or step S22 is negatively determined In S24, the control device 20 switches the drive mode of the auxiliary machine 8 to the second drive mode. Thereafter, the current control routine is terminated.

  As described above, according to the present invention, when the auxiliary driving force is equal to or greater than the determination value, the second driving mode is performed, so that all the auxiliary machines 8 are driven to the integrated motor 15 with the maximum load. There is no need to request possible output. Thereby, since the maximum output of the integrated motor 15 can be suppressed, the integrated motor 15 can be reduced in size. Further, this can reduce the cost.

  In the present invention, the first energy efficiency E1 and the second energy efficiency E2 are compared, and the drive mode with higher efficiency is performed according to the result. Thereby, the fuel consumption of the vehicle 1 can be improved.

  In the present invention, when the traveling performance priority condition is satisfied, the first drive mode is selected, so that the power that can be used for driving the drive wheels 2 can be increased. Therefore, the acceleration performance of the vehicle 1 can be improved. In the present invention, since the second drive mode is selected when the motor drive restriction condition is satisfied, the integrated motor 15 can be prevented from being overloaded or overheated. Moreover, since specifications such as output and upper limit temperature required for the integrated motor 15 can be lowered, the cost can be reduced.

  In the present invention, since the second drive mode is selected when the charge amount of the battery 7 is equal to or lower than the switching lower limit value, it is possible to prevent the charge amount of the battery 7 from excessively decreasing. Therefore, it is possible to suppress the power shortage when the driving of the auxiliary machine 8 by the integrated motor 15 is requested.

  In the present invention, since the third drive mode is selected when the regenerative power Plim is greater than the regenerative power output Pin, the auxiliary machine 8 is driven with the energy input from the drive wheels 2. Therefore, it is possible to prevent energy from being wasted. Further, since the kinetic energy input from the drive wheel 2 is used without being converted into electric energy or the like, the energy efficiency can be improved. Furthermore, in the third drive mode, since the integrated motor 15 generates power, the recovery rate of energy input from the drive wheels 2 can be improved. In addition, by charging the auxiliary power supply 16 in this way, it is possible to suppress a shortage of charge when the auxiliary motor 8 is driven by the integrated motor 15.

  Note that the processing in steps S18 to S21 in FIG. 5 may be omitted, or only some of them may be present. Further, the order in which the processes are executed is not limited to the order shown in FIG. 5, and may be appropriately changed according to the specifications of the integrated motor 15 and the battery 7.

  Further, the position where the clutch 12 is provided in the embodiment shown in FIG. 1 is not limited between the internal combustion engine 3 and the pulley 13. The clutch 12 only needs to be provided so that power transmission between the internal combustion engine 3 and the auxiliary machine 8 can be interrupted. Therefore, for example, the clutch 12 may be provided between the pulley 11 and the integrated motor 15.

  FIG. 6 is a flowchart showing a modification of the drive mode switching control routine of the present invention. In FIG. 6, the same processes as those in FIG. In this modification, the processes of steps S31 to S34 are added to FIG. 5 described above. Since the other steps are the same as those in FIG. 5, the illustration of steps S11 to S15 is omitted.

  In this control routine, the control device 20 proceeds to the same process as in FIG. 5 until step S16. In the next step S31, the control device 20 determines whether or not the internal combustion engine 3 is stopped. If the internal combustion engine 3 is in operation, the process proceeds to step S17, and thereafter the process proceeds in the same manner as in the control routine of FIG. On the other hand, when the internal combustion engine 3 is stopped, the process proceeds to step S32, and the control device 20 calculates the third energy efficiency E3. The third energy efficiency E3 is the energy efficiency of the vehicle 1 that is expected when the internal combustion engine 3 that is stopped is started and then the second drive mode is performed. That is, the third energy efficiency E3 is the second energy efficiency E2 in consideration of energy loss that occurs when the internal combustion engine 3 is started. Therefore, the third energy efficiency E3 can be calculated by the above-described equation (2). However, when calculating the third energy efficiency E3, the energy required for starting the internal combustion engine 3 is added to the second auxiliary system transmission loss as a loss. Other than that, the same value as that used when calculating the second energy efficiency E2 may be used. By executing this processing, the control device 20 functions as the third energy efficiency calculation unit of the present invention.

  In the next step S33, the control device 20 determines whether or not the first energy efficiency E1 is greater than the third energy efficiency E3. If the first energy efficiency E1 is greater than the third energy efficiency E3, the process proceeds to step S19, and thereafter the process proceeds in the same manner as in the control routine of FIG. On the other hand, when the first energy efficiency E1 is equal to or less than the third energy efficiency E3, the process proceeds to step S34, and the control device 20 starts the internal combustion engine 3 with MG5. Subsequently, step S24 is executed, and then the current control routine is terminated.

  In this modified example, the drive mode with the highest energy efficiency is selected regardless of the operating state of the internal combustion engine 3, so that the fuel efficiency of the vehicle 1 can be further improved.

  FIG. 7 shows a modification of the accessory drive control apparatus according to this embodiment. In this figure, portions common to those in FIG. 1 are denoted by the same reference numerals and description thereof is omitted. As shown in this figure, in the modification, pulleys 30a and 30b are attached to the drive shafts of the auxiliary machines 8a and 8b via auxiliary machine clutches 9a and 9b, respectively. A pulley 31 is also attached to the rotor 15 a of the integrated motor 15. A belt 32 is wound around these pulleys 30 a, 30 b, 31 and the pulley 13 connected to the internal combustion engine 3. In this modification, power is transmitted to the auxiliary machines 8a and 8b by the belt 32. Also in this modified example, the integrated motor 15 can be reduced in size by executing the control described above and switching the drive mode of the auxiliary machine 8. Moreover, the fuel consumption of the vehicle 1 can be improved. In this modification, sprockets may be provided instead of pulleys, and a chain may be wound around each sprocket for chain transmission.

  The present invention is not limited to the above-described form and can be implemented in various forms. For example, the vehicle to which the present invention is applied is not limited to a parallel hybrid vehicle. The present invention may be applied to a series-type hybrid vehicle, a series-parallel type hybrid vehicle, or a power-division type hybrid vehicle that can divide the power of an internal combustion engine into drive wheels and a generator. Moreover, you may apply to what is called a plug-in hybrid vehicle which can be externally charged. Furthermore, the present invention may be applied to a vehicle in which only an internal combustion engine is mounted as a driving power source.

  The auxiliary machine provided in the vehicle to which the present invention is applied is not limited to the one shown in the above-described form. For example, an oil pump for supplying oil to the internal combustion engine, an oil pump for supplying oil to the transmission, an oil pump for power steering, a refrigerant pump for circulating a refrigerant for cooling the battery and the PCU, etc. It may be provided as a machine.

  The clutch and accessory clutch are not limited to electromagnetic clutches. For example, a hydraulic friction clutch and a fluid clutch may be used. The auxiliary machine clutch may not be provided for all auxiliary machines. For example, an accessory clutch may not be provided for an accessory with a light load.

  In the embodiment described above, power generation by the integrated motor is performed in the third drive mode, but this power generation may not be performed. For example, even if the regenerative power is larger than the regenerative energy output, if the regenerative energy resource is low, power generation by the integrated motor is stopped and all the energy input from the drive wheels is used to drive the auxiliary machine. Also good.

  Further, when power generation is not performed by the integrated motor, an electric motor that functions only as an electric motor may be provided as the integrated motor.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Drive wheel 3 Internal combustion engine 3a Output shaft 4 Transaxle 5 Motor generator 7 Battery 8a-8e Auxiliary machine 12 Clutch (clutch means)
15 Integrated motor (electric motor)
16 Auxiliary power supply (Auxiliary battery)
20 control device (control means, first energy efficiency calculation means, second energy efficiency calculation means, third energy efficiency calculation means, regeneration control means, recovered energy increase means)

Claims (8)

Applied to a vehicle comprising an internal combustion engine provided as a driving power source and an auxiliary machine connectable so that power is transmitted to and from the output shaft of the internal combustion engine,
An electric motor connected to the auxiliary machine so as to be able to transmit power to each other; an engagement state in which power is transmitted between the auxiliary machine and the electric motor and an output shaft of the internal combustion engine; and Clutch means that can be switched to a disengaged state that interrupts power transmission, and when the driving force required by the auxiliary machine is less than a preset predetermined determination value, the clutch means is switched to the disengaged state and the electric motor The first drive mode for driving the auxiliary machine is executed, and when the driving force required by the auxiliary machine is greater than or equal to the determination value, the clutch means is switched to the engaged state and the auxiliary machine is operated by the internal combustion engine. And a control means for executing a second drive mode for driving the auxiliary machine. An output shaft of the internal combustion engine is connected to a drive wheel of the vehicle via a transaxle so as to be able to transmit power to each other.
The vehicle is provided on the transaxle and connected to each of the drive wheels and the output shaft of the internal combustion engine so as to be able to transmit power to each other, and a motor / generator functioning as an electric motor and a generator; A battery capable of charging electricity generated by the motor / generator and capable of supplying electricity to the electric motor; and
The clutch means is switched to the released state and the motor / generator functions as a generator to generate electricity, the electricity is charged to the battery and the electric motor is driven using the electricity of the battery to A first energy efficiency calculating means for calculating a first energy efficiency which is an energy efficiency of the vehicle when the accessory is driven; and the clutch means is switched to the engaged state, and the accessory is driven by the power of the internal combustion engine. A second energy efficiency calculating means for calculating a second energy efficiency which is an energy efficiency of the vehicle when driven,
The control means executes the first drive mode when the first energy efficiency is higher than the second energy efficiency, and performs the second drive when the first energy efficiency is less than or equal to the second energy efficiency. The accessory drive control device according to claim 1, wherein the mode is executed. A third energy efficiency which is an energy efficiency of the vehicle when starting the internal combustion engine being stopped, and then switching the clutch means to the engaged state and driving the auxiliary machine with the power of the internal combustion engine; A third energy efficiency calculating means for calculating in consideration of an energy loss generated when the internal combustion engine is started;
The control means compares the first energy efficiency with the third energy efficiency when the internal combustion engine is stopped, and if the first energy efficiency is higher than the third energy efficiency, the first energy efficiency is compared with the first energy efficiency. 3. The accessory drive control device according to claim 2, wherein a drive mode is executed, and the internal combustion engine is started to execute the second drive mode when the first energy efficiency is equal to or lower than the third energy efficiency.   The auxiliary drive control apparatus according to claim 2 or 3, wherein the control means executes the second drive mode when a charge amount of the battery is equal to or less than a predetermined lower limit value.   Regenerative control means for causing the motor / generator to function as a generator when a predetermined regenerative condition is satisfied, and charging the battery by driving the motor / generator with energy input from the drive wheels; The recovery energy increasing means for switching the clutch means to the engaged state when a predetermined restriction condition for restricting charging of the battery when the condition is satisfied is further provided. The auxiliary machine drive control apparatus according to any one of claims 4 to 5. The electric motor can function as a generator,
The vehicle further includes an auxiliary battery that is electrically connected to the electric motor and electrically connected to the battery so as to be able to exchange electricity.
The said collection | recovery energy increase means makes the said electric motor function as a generator, and charges the battery for auxiliary machines, when the said limitation conditions are satisfied at the time of the said regeneration conditions being satisfied. Auxiliary drive control device.   The accessory drive control according to any one of claims 1 to 6, wherein the control means executes the first drive mode when a drive force required for the vehicle is larger than a predetermined determination drive force. apparatus.   The auxiliary drive control apparatus according to any one of claims 1 to 7, wherein the control means executes the second drive mode when an operation restriction condition for restricting the operation of the electric motor is satisfied.

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