CN1733521B - 电源模块的驱动控制装置 - Google Patents
电源模块的驱动控制装置 Download PDFInfo
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- CN1733521B CN1733521B CN2005100795245A CN200510079524A CN1733521B CN 1733521 B CN1733521 B CN 1733521B CN 2005100795245 A CN2005100795245 A CN 2005100795245A CN 200510079524 A CN200510079524 A CN 200510079524A CN 1733521 B CN1733521 B CN 1733521B
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Abstract
本发明提供一种电动发电机的驱动控制装置和混合动力车辆,尽管采用速度感应型离心离合器等离合器进行发动机侧和驱动轮侧的动力的断接,也可以确保充分的加速反应性。离心离合器(40)的输入侧的转动速度没有达到可以连接离合器的设定值,并且驾驶者给出加速要求时,通过控制单元(7)对电动发电机(21a)进行控制,以使离合器输入侧接近所述设定值。使电动发电机(21a)作为电动机而作用时,可以促进离合器输入侧的转动。此外,使电动发电机(21a)作为发电机而作用时,可以减少发电量。
Description
技术领域
本发明涉及一种驱动控制装置,其处于通过离合器将发动机动力向驱动轮侧传递的电源模块中,并可对连接于发动机的曲柄轴的电动发电机进行控制,并涉及一种搭载有此装置的混合动力车辆。
背景技术
公知有搭载发动机和电动机作为车辆的动力源的混合动力车辆(例如参照专利文献1)。
在专利文献1中记载的混合动力车辆,从电动机行进模式向发动机行进模式过渡时,为了防止发动机的起动迟缓,以比通常的发动机起时大的转矩使电动机的转矩动作。
专利文献1:特开2000-350310号公报
然而,此混合动力车辆的动力单元,可以通过电磁离合器或者油压离合器等对发动机侧的动力的断接进行精密的控制,近年来,特别在踏板型的小型二轮车等中,开始研究根据曲柄轴侧(输入侧)的转动速度而断接动力的离心离合器等的速度感应型的离合器。
然而,在通过速度感应型的离合器进行发动机侧和驱动轮侧的动力断接的装置中,存在以下的情况:在行进时暂时倒回了加速器,要再次打开加速器进行加速时,曲柄轴侧(输入侧)的转动速度回到可以连接离合器的转动速度需要花费时间。
此外,在此混合动力车辆中,在急速启动时等,即使较大打开加速器,曲柄轴侧(输入侧)的转动速度回到可以连接离合器的转动速度也需要花费时间,因而从电动机驱动切换到发动机驱动需要时间,可能不能得到充分的启动加速性能。
发明内容
因此,本发明提供一种电源模块的驱动控制装置和混合动力车辆,其虽然采用速度感应型的离合器进行发动机侧和驱动轮侧的动力的断接,也可以确保充分的加速器反应性。
为达成上述目的,本发明的第一发明是一种电源模块的驱动控制装置,具有作为动力源的发动机(例如后述的实施方式中的发动机20)、与此发动机的曲柄轴连接,作为电动机以及发电机而作用的电动发电机(例如后述的实施方式中的21a)、输入侧与上述曲柄轴连接而输出侧与驱动轮侧连接,输入侧转动速度在设定值以上时连接输入侧和输出侧的速度感应型的离合器(例如后述的实施方式中的离心离合器40)、和对上述电动发电机进行控制的控制装置(例如后述的实施方式中的控制单元7),其中,在上述离合器的输入侧的转动速度不满足上述设定值的条件下而存在加速要求时,通过上述控制装置对电动发电机进行控制,以使离合器的输入侧的转动速度接近上述设定值。
根据本发明,在离合器的输入侧的转动速度不到设定值时,如果驾驶者通过操作加速器而给出加速要求,则控制装置向电动发电机发出控制信号,以使离合器的输入侧的转动速度接近上述设定值。由此,离合器的输入侧的曲柄轴的速度增加,快速地连接离合器,向驱动轮侧传递发动机动力。
此外,本发明的第二发明,在本发明的第一发明中,通过上述控制装置使电动发电机作为电动机而作用,利用此动力向增速侧促进曲柄轴的转动。此时,电动发电机的动力作为促进力而作用于曲柄轴,其结果加速了离合器的连接。
本发明的第三发明,在本发明的第一发明中,通过上述控制装置使电动发电机作为发电机而作用,通过使电动发电机的发电量减少而使发动机负荷减少。此时,发动机负荷只减少电动发电机的发电量减少的量,其结果加速了离合器的连接。
本发明的第四发明,在本发明的第一至第三发明中,上述控制装置具有判断上述离合器的断接状态的离合器状态判定部(例如后述的实施方式中的离合器状态判定部96)、判断有无来自驾驶者的加速要求的加速要求判定部(例如后述的实施方式中的加速要求判定部97),通过这些判定部判知上述离合器切断且存在加速要求时,对上述电动发电机进行控制,以使离合器的输入侧的转动速度接近上述设定值。此时,即使在启动或者再加速中,也只在离合器输入侧的增速确实必要的情况下进行电动发电机的控制。
本发明的第五发明是一种混合动力车辆,具有作为第一动力源的发动机、与此发动机的曲柄轴连接,作为电动机以及发电机而作用的电动发电机、输入侧与上述曲柄轴连接而输出侧与驱动轮侧连接,输入侧转动速度在设定值以上时连接输入侧和输出侧的速度感应型的离合器、对上述电动发电机进行控制的控制装置、和设置于上述离合器的输出侧和驱动轮之间并作为第二动力源而作用的电动机(例如后述的实施方式中的电动机21b),从上述电动机驱动向发动机驱动切换时连接上述离合器,其中,在上述离合器的输入侧的转动速度不满足上述设定值的条件下存在加速要求时,通过上述控制装置对电动发电机进行控制,以使离合器的输入侧的转动速度接近上述设定值。
根据本发明,如果在急速启动时等向打开方向大幅度操作加速器,则控制装置向电动发电机发出控制信号,以使离合器的输入侧的转动速度接近上述设定值。由此,离合器的输入侧的曲柄轴的速度增加,快速地连接离合器,从电动机驱动切换至发动机驱动。
根据本发明的第一发明,如果在离合器的输入侧的转动速度不到设定值时存在加速要求,则控制电动发电机以使离合器的输入侧的转动速度变为可以连接离合器的速度,因而尽管使用速度感应型的离合器也能迅速进行离合器的连接,可以总是得到充分的加速器反应性。
根据本发明的第二发明,由于电动发电机的动力作为促进力而作用于曲柄轴,因而可以积极地提高曲柄轴的转动速度,提高加速反应性。
根据本发明的第三发明,由于通过减少电动发电机的发电量而降低发动机负荷,因而此时可以提高加速反应性。
根据本发明的第四发明,由于即使在启动或者再加速中,也只在离合器输入侧的增速确实必要时进行电动发电机的控制,因而可以消除不需要的电力消耗和充电的不稳定化。
根据本发明的第五发明,尽管采用速度感应型的离合器,也可以总是得到充分的加速反应性,并可以迅速地从电动机驱动切换至发动机驱动。
附图说明
图1表示本发明的一个实施方式,是车辆的侧视图。
图2是表示图1所示的车辆的概略系统构成的功能框图。
图3是图1所示车辆的动力单元的剖视图。
图4是图3的部分放大图。
图5是以图1所示车辆的离合器为中心的驱动系统的示意结构图。
图6是以图1所示车辆的控制单元为中心的功能框图。
具体实施方式
以下,参照附图对本发明的一个实施方式进行说明。
在以下的说明中,前侧是指车辆的前进方向,而且右侧以及左侧是指对着车辆的前进方向的右侧以及左侧。
本实施方式的车辆是踏板型的混合动力车辆,此车辆如图1所示,包括电动机21b的动力单元11以单元摆动式与后轮W一同可摆动地支撑于车体框架10。
在此车辆的车体前方设置用于轴支撑前轮WF的前叉1,此前叉1可转动地支撑于构成车体框架20的一部分的头管2,车辆可以通过此把手3的操作进行转向。在头管2上设置向后下方延伸的底管4,在此底管4的下端大致水平地延设中间框架5。在中间框架5的后端部,设置向后部上方延伸的后部框架6。车体框架10,以上述的头管2、底管4、中间框架5以及后部框架6为主要部件而构成。
车体框架10的周围被车体外罩13覆盖,在此车体外罩13的大致中央上方膨出部分上固定乘员就座的座位14。在此座位14的前方位置下降一段而形成用于乘员置足的踏板15。在座位14的下方,设置作为容纳头盔、行李等容纳空间而作用的储物箱100。
在这里,根据图2对动力单元11的概略构成进行说明,此动力单元11,具有作为第一动力源的发动机20、在作为用于起动发动机20的起动机的功能之外还作为发电机而作用的电动发电机21a、将发动机20的动力变换成对应机构运转速度的变速比而向作为驱动轮的后轮WR传递的无级变速器23、作为介装于发动机20和无级变速器23侧之间并用于切断动力传递的速度感应型的离合器的离心离合器40、从无级变速器23向后轮WR侧传递动力,但不从后轮WR向无级变速器23侧传递动力的单向离合器44、位于此单向离合器44的后轮WR侧输出部(从动轴60)和后轮WR的车轴68之间并对向后轮WR传递的输出进行减速的减速机构69、和与此减速机构69的输入侧连接,作为第二动力源的电动机而作用,同时也作为发电机而作用的上述电动机21b。
该动力单元11基本上具有二系统的驱动系统,其中一方的驱动系统通过离心离合器40、无级变速器23、单向离合器44、从动轴60以及减速机构69而将发动机20的动力向后轮WR传递,另一方的驱动系统通过从动轴60和减速机构69将电动机21b的动力向后轮WR传递。
此外,使电池74与电动发电机21a和电动机21b连接,电动发电机21a以及电动机21b作为起动机、电动机而作用时,从电池74接受电力供给,电动发电机21a和电动机21b作为发电机而作用时,以它们的再生电力对电池74充电。在本实施方式的车辆中,启动时等的电动机21b的驱动主要通过电动发电机21a发电产生的电力而进行。
此外,通过控制单元7对发动机20、电动发电机21a、电动机21b等进行控制。
电动机20为从吸气管16吸入空气和燃料构成的混合气并使之燃烧的构成,在吸气管16内,可自由转动地设置用于控制空气量的节气门17。该节气门17,根据驾驶者操作节气门手柄的操作量而转动。在图2中,85为设置于节气门手柄上的节气门开度传感器。此外,在节气门17和发动机20之间设置用于喷射燃料的喷射器18、和检测吸气管内的负压的负压传感器19。
接着参照图3对动力单元11的具体构成进行说明。
发动机20,在汽缸体26的汽缸27内可自由滑动地收容活塞25,在此活塞25上通过连杆24连接曲柄轴22。汽缸体26配置成使汽缸27的轴线大致水平,在其头部固定汽缸头28而封闭汽缸27的一端。在此汽缸头28和活塞25之间形成使混合气燃烧的燃烧室20a。
在汽缸头28上设置对混合气向燃烧室20a的吸气或者排气进行控制的阀(未图示)和火花塞29。通过轴支撑于汽缸头28上的凸轮轴30的转动来控制阀的开闭。在凸轮轴30的一端侧具有从动链轮31,在从动链轮31和设置于曲柄轴22的一端的驱动链轮32之间挂有环状的凸轮链系33。凸轮轴30通过此凸轮链系33与曲柄轴22的转动连动。此外,在凸轮轴30的一端设置对发动机进行冷却的水泵34。
水泵34,使其转动轴35与凸轮轴30一体转动而安装。因此,如果凸轮轴30转动,则水泵34以工作。
在轴支撑曲柄轴22的曲柄箱48的车辆宽度方向右侧连接定子壳体49,在其内部收容电动发电机21a。此电动发电机21a是所谓的外转子形式的电动机,其定子由线圈51构成,该线圈51,将导线卷绕到固定于定子壳体49内的齿50而形成。另一方面,外转子52固定于曲柄轴22上,呈覆盖定子外周的大致圆筒状。此外,在外转子52的内周面上固定设置磁铁53。
在外转子52上安装用于冷却电动发电机21a的离心风扇54a,此离心风扇54a与曲柄轴22同步旋转时,从形成于定子壳体49的外罩55的侧面55a上的冷却风吹入用吸气口吹入外界气体。
此外,在从曲柄箱48向车宽度方向突出的曲柄轴22的左端部,通过离心离合器40安装无级变速器23的驱动侧传动滑轮58。
无级变速23,具有轴支撑于曲柄轴22的此驱动侧传动滑轮58、通过单向离合器44而安装在具有与曲柄轴22平行的轴线而配置的从动轴60上的从动侧传动滑轮62、从此驱动侧传动滑轮58向从动侧传动滑轮62传递转动动力的环状的V形带63。
驱动侧传动滑轮58,如图4的放大图所示,通过套筒58d可自由转动地相对曲柄轴22而安装,具有固定于套筒58d上的驱动侧固定滑轮半体58a、相对套筒58d可以在其轴方向滑动但不能在周方向上转动而安装的驱动侧可动滑轮半体58c。在驱动侧可动滑轮半体58c上,安装可以根据离心力而使此滑轮半体58c向驱动侧固定滑轮半体58a方向发生位移的滚子58b。
另一方面,从动侧传动滑轮62,具有从动侧固定滑轮半体62a,其相对从动轴60,轴方向的滑动被限制但可以在周方向自由转动地安装;和从动侧可动滑轮半体62b,其在轴方向上可滑动地安装在该从动侧固定滑轮半体62a的轴毂部62c上,在从动侧可动滑轮半体62b的背面侧(车宽度方向左侧)上设置弹簧64,弹簧64总是朝从动侧固定滑轮半体62a侧对该从动侧可动弹簧半体62b施力。
在这些驱动侧固定滑轮半体58a和驱动侧可动滑轮半体58c之间以及在从动侧固定滑轮半体62a和从动侧可动滑轮半体62b之间分别形成的截面大致为V形的带槽内,在该带槽内绕挂上述V形带63。
所述构成的无级变速器23,在曲柄轴22的转数提高时,在驱动侧转动滑轮58中,离心力作用于滚子58b,驱动侧可动滑轮半体58c向驱动侧固定滑轮半体58a滑动。此时,驱动侧可动滑轮半体58c只向驱动侧固定滑轮半体58a靠近此滑动的距离,驱动侧传动滑轮58的槽宽减小,因而驱动侧传动滑轮58和V形带63的接触位置向驱动侧传动滑轮58的半径方向外侧偏移,V形带63的绕挂半径增大。随之在从动侧传动滑轮62中,由从动侧固定滑轮半体62a和从动侧可动滑轮半体62b形成的槽宽增加。也就是根据曲柄轴22的转数,V形带63的绕挂半径(传递间距半径)连续变化,变速比自动且无级地变化。
此外,离心离合器40,设置于曲柄轴22中贯通无级变速器23的驱动侧固定滑轮半体58a的车体左侧的端部。此离心离合器40,具有固定于上述套筒58d上的杯状的外套40a、在贯通此外套40a的曲柄轴22的左端部上固定的内板40b、通过重块40c,向着半径方向外侧而安装于此内板40b面对外套40a内的面上的制动蹄40d、向半径方向内侧对此制动蹄40d施力的弹簧40e。在此实施方式中,内板40b、重块40c以及制动蹄40d构成离心离合器40的内侧转动体,外套40a构成外侧转动体。在离心离合器40的内板40b的外侧端面上安装离心式风扇54,从传动箱59的吸气口59a导入的外界气体,由于离心式风扇54的吹动作用而在传动箱59内流通。
所述构成的离心离合器40,根据重块40c的离心力和弹簧40e的作用力的平衡而进行动力的断接。在曲柄轴22的转动速度不到设定值(例如3000rpm)时,弹簧40e的作用力阻断动力传递。如果从此状态开始,曲柄轴22的转动速度超过上述设定值,则重块40c的离心力克服弹簧40e的作用力,重块40c向半径方向外侧移动,从而制动蹄40d压在外套40a的内周面上。此时,在制动蹄40d和外套40a之间产生摩擦滑动,在此之间动力渐渐传递。其结果,曲柄轴22的转动通过离心离合器40向套筒58d传递,从而驱动固定于此套筒58d上的驱动侧传动滑轮58。
此外,单向离合器44构成为具有杯状的外离合器44a、与该外离合器44a同轴而插设于其中的内离合器44b、仅可以从内离合器44b向外离合器44a单方向传递动力的滚子44c。外离合器44a兼作电动机21b的内转子主体,以与内转子主体相同的部件构成。内离合器44b的内周和从动侧固定滑轮半体62a上的轴毂部62c的左端部,彼此花键联接。
因此,在此单向离合器44中,传递至无级变速器23的从动侧传动滑轮62的发动机20的动力,通过从动轴60和减速机构69向后轮传递,相反,而从后轮WR输入的动力不通过减速机构69和从动轴60向无级变速器23侧传递。因此,在车辆推行时或者再生动作时,后轮WR侧的动力只使外离合器44a相对内离合器44b空转,不会向无级变速器23和发动机20传递。
减速机构69,构成为具有与从动轴60和后轮WR的车轴68平行而被轴支撑的中轴73,并且具有在从动轴60的右端部以及中轴73的中央部分别形成的第1减速齿轮对71、71、和在中轴73以及车轴68的左端部分别形成的第2减速齿轮对72、72。
在此减速机构69中,从动轴60的转动以规定的减速比进行减速,并向与其平行而被轴支撑的后轮WR车轴68传递。
此外,电动机21b是将从动轴60作为电动机输出轴的内转子型电动机,上述内离合器44b形成内转子80的内转子主体。此电动机21b的定子83,通过定子壳体83a固定在覆盖离心离合器40和无级变速器23的侧部的传导箱59的内侧,在此定子83上设置卷绕线圈83c的齿83b。
此外,外离合器44a形成为杯状,在其中央部突设的轴毂部80b与从动轴60花键联接。在外离合器44a的开口侧的外周面上,对着上述定子83的齿83b而安装磁铁80c,在外离合器44a的底部侧外周面上,安装多个被检知体82,该被检知体82通过安装于传动箱59的内壁59A上的转子传感器81而被检知。
所述构成的电动机21b,在启动时或者辅助发动机20输出时,作为电动机而作用,也作为将从动轴60的转动变换成电能并向如图2所示的电池74再生充电的发电机而作用。
然而,本发明的电源模块11的驱动控制装置88,如图5所示,具有上述的发动机20、电动发电机21a、离心离合器40、和作为控制装置的控制单元7,在控制单元7上,连接上述节气门开度传感器85、检测离心离合器40的输入侧转动速度的输入转动传感器89、检测该离合器40的输出侧转动速度的输出转动传感器90、以及检测后轮WR的转动速度的车速传感器91。电动发电机21a通过包括变换器的驱动电路92而被控制单元7控制。
电动发电机21a,根据车辆的运转状态接收来自上述控制单元7的控制信号,适当地切换成电动机和发电机而使用,在离心离合器10处于动力切断状态时,如果有来自驾驶者的加速要求,则作为电动机而作用,促进曲柄轴22的驱动,加速离心离合器40的连接,此外,在作为发电机而作用的情况下使发电量减少,降低发动机负荷,由此加速离心离合器40的连接。
控制电动发电机21a的控制单元7,如图6所示,具有用于接收来自输入转动传感器89的信号的输入转动检测部93、接收来自输出转动传感器90的信号的输出转动检测部94、和接收来自车速传感器91的信号的车速检测部95,并具有离合器状态判定部96,其对输入转动检测部93和输出转动检测部94的信号进行比较;加速要求判定部97,其根据车速检测部95和节气门开度传感器85的输出,判断有无来自驾驶者的加速要求;发电机(generator)控制判定部98,其根据离合器状态判定部96和加速要求判定部97的输出,判断是否对用于加速离合器连接的起动电动机21a进行控制。
此控制单元7,利用离合器状态判定部96判知离心离合器40为切断状态,且利用加速要求判定部97判知存有来自驾驶者的加速要求时,通过发电机控制判定部98向电动发电机21a的驱动电路92输出控制信号。
接着,对此车辆的基本动作进行说明。
发动机起动时,使用曲柄轴22上的电动发电机21a使曲柄轴22转动。此时,没有连接离心离合器40,从曲柄轴22向无级变速器23的动力传递被阻断。与曲柄轴22的转动同步,通过火花塞使吸入汽缸27内的燃料混合气燃烧,使活塞25往复运动。
从此状态下使车辆启动时,利用电动发电机21a发电产生的电力或者电池74的电力使电动机21b工作,将与驾驶者所进行的节气门开度操作对应的电动机21b的驱动力向后轮传递。其间,在发动机20中,对应节气门开度,曲柄轴22的转数提高,如果该转数超过设定值(例如3000rpm),则曲柄轴22的转动动力通过离心离合器40向无级变速器23传递。发动机20的动力从无级变速器23通过单向离合器44向减速机构69传递时,后轮WR受到此动力而转动,其后电动机21b的驱动停止,切换至发动机20的驱动行进。
在这样的车辆的启动时,节气门的操作开始时,由于曲柄轴的转动速度不到设定值,因而离心离合器40断开,由于从此状态开始驾驶者给出加速要求,因而此时从控制单元7向电动发电机21a输出控制信号,以加速离心离合器40的连接。具体地,在可以将电动发电机作为电动机而使用的情况下,通过使电动发电机21a作为电动机而作用,而辅助曲柄轴22(离合器输入侧)的驱动,此外,在使电动发电机21a作为电动机而作用的情况下,通过减少电动发电机21a的发电量,可以降低发动机负荷。因此,对于该车辆,由于起动时电动发电机21a的控制而加速了离心离合器40的连接,因而可以将发动机20的动力快速地向后轮WR传递,提高启动性能(加速性能)。
此外,在通常的发动机行进时,在暂时返回节气门,离心离合器40的输入侧的转动速度低于设定值之后,向打开方向再次对节气门进行操作时,与上述车辆启动时同样对电动发电机21a进行控制,其结果,使离心离合器40的再连接加速。因此,可以对此车辆可靠地提高相对节气门操作的加速反应性。
而且在此实施方式中,通过传感器85、89、90、91、控制单元的离合器状态判定部96、以及加速要求判定部97的作用来判断离心离合器40的连接状态和加速要求的有无,仅在确实需要加速离心离合器40的连接的状态下,才给予来自电动发电机21a的辅助力以及控制发电量的减少,因而可以消除不必要的电力消耗、以及发电量降低所导致的电池充电的不稳定化。
本发明并不限定于此,在不脱离其主旨的范围内可以进行种种的设计变更。例如在上述实施方式中,使用离心离合器作为切断发动机动力的速度感应型的离合器,但也可以通过传感器检测输入侧的转动速度,在该检测速度在设定值以上时,通过电磁力或者油压进行动力传递。
Claims (2)
1.一种电源模块的驱动控制装置,具有作为动力源的发动机、与此发动机的曲柄轴连接,作为电动机以及发电机而作用的电动发电机、输入侧与所述曲柄轴连接而输出侧与驱动轮侧连接,输入侧转动速度在设定值以上时连接输入侧和输出侧的速度感应型的离合器、和对所述电动发电机进行控制的控制装置,其特征在于,
在车辆启动或通常行进的情况下,当在所述离合器的输入侧的转动速度不满足所述设定值的条件下存在加速要求时,通过所述控制装置对电动发电机进行控制,以使离合器的输入侧的转动速度接近所述设定值;
通过所述控制装置使电动发电机作为电动机而作用,利用该动力向增速侧促进曲柄轴的转动;
通过所述控制装置使电动发电机作为发电机而作用,通过使电动发电机的发电量减少而使发动机负荷减少。
2.如权利要求1所述的电源模块的驱动控制装置,其特征在于,所述控制装置具有判断所述离合器的断接状态的离合器状态判定部、和判断有无来自驾驶者的加速要求的加速要求判定部,通过这些判定部判知所述离合器切断且存在加速要求时,对所述电动发电机进行控制,以使离合器的输入侧的转动速度接近所述设定值。
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