JP2000023301A - Auxiliary machinery drive equipment for electric vehicle or hybrid automobile - Google Patents

Abstract

PROBLEM TO BE SOLVED: To miniaturize an electric motor and reduce vehicle weight and manufacturing cost by using an electric motor having required, minimum driving torque. SOLUTION: Compressed air which is supplied to a brake equipment is generated by an air compressor 11, and oil hydraulics to be supplied to power steering equipment 12 is generated by a power steering pump 13. An output shaft 14a of a single electric motor 14 is connected with the air compressor 11 and the power steering pump 13 via a first electromagnetic clutch 21 and a second electromagnetic clutch 22, respectively. The steering angle of a steering wheel 12c is detected by a steering angle sensor 23. The pressure of compressed air generated by the air compressor 11 is detected with a pressure sensor 24. A vehicle speed is detected by a vehicle speed sensor 26. On the basis of the respective detection outputs of the steering angle sensor 23, the pressure sensor 24 and the vehicle speed sensor 26, a controller 28 controls the first and the second electromagnetic clutches.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an apparatus for driving an auxiliary device of an electric vehicle or a hybrid vehicle. More specifically, the present invention relates to a device for driving an air compressor that generates compressed air for braking and a power steering pump that generates hydraulic pressure for power steering.

[0002]

2. Description of the Related Art Conventionally, an air compressor and a power steering pump are driven by a single electric motor to generate hydraulic pressure for power steering and air pressure for braking, respectively. The drive torque of the electric motor is determined from the sum of the required maximum torques of the air compressor and the power steering pump.

[0003]

However, when the driving torque of the electric motor is determined from the sum of the required maximum torques of the air compressor and the power steering pump as in the above-mentioned conventional auxiliary device driving device, the electric motor becomes large and wide. There has been a problem that an installation space must be provided, and that the vehicle weight and the manufacturing cost increase. SUMMARY OF THE INVENTION It is an object of the present invention to provide an auxiliary drive device for an electric vehicle or a hybrid vehicle that can reduce the size of an electric motor and reduce vehicle weight and manufacturing cost by using an electric motor having a minimum necessary driving torque. Is to do.

[0004]

The invention according to claim 1 is
As shown in FIG. 1, an air compressor 11 for generating compressed air supplied to a brake device, a power steering pump 13 for generating pressure oil supplied to a power steering device 12, and an output shaft 14a are connected to the air compressor 11 and the power steering device. The pump 13 includes first and second electromagnetic clutches 21 and 22.
A single electric motor 14, each connected via
A steering angle sensor 23 for detecting a steering angle of the steering wheel 12c, a pressure sensor 24 for detecting a pressure of compressed air generated by the air compressor 11, a vehicle speed sensor 26 for detecting a vehicle speed, a steering angle sensor 23, and a pressure sensor 24. And a controller 28 for controlling the first and second electromagnetic clutches 21 and 22 based on the respective detection outputs of a vehicle speed sensor 26.

[0005] In the auxiliary drive device for an electric vehicle or a hybrid vehicle according to the present invention, the pressure of the compressed air supplied to the brake device is first less than the minimum pressure required to operate the brake device. When the engine is started in this state, the controller 28 connects the first electromagnetic clutch 21 to operate the air compressor 11, disconnects the second electromagnetic clutch 22, and keeps the power steering pump 13 in an inactive state. When the pressure sensor 24 detects that the pressure of the compressed air has become equal to or higher than the minimum pressure necessary for operating the brake device, the controller 28 keeps the first electromagnetic clutch 21 connected and the second electromagnetic clutch 22 and the power steering pump 13 is operated. Next, when the vehicle speed sensor 26 detects the vehicle speed of 0 km / h, that is, when the vehicle is stopped, and the steering angle sensor 23 detects the start of steering of the steering wheel 12c, that is, the start of stationary steering, the controller 28 sets the second electromagnetic force. The first electromagnetic clutch 22 is disconnected while the clutch 22 is connected, and the air compressor 11 is deactivated. On the other hand, with the first and second electromagnetic clutches 21 and 22 connected, the vehicle travels and the vehicle speed sensor 26 detects that the vehicle speed is other than 0 km / h, that is, that the vehicle is traveling, and the steering angle is increased. Sensor 2
3 detects the steering of the steering wheel 12c,
The controller 28 includes first and second electromagnetic clutches 21 and
2 is kept connected.

[0006]

Embodiments of the present invention will now be described with reference to the drawings. As shown in FIG. 1, in this embodiment, the electric vehicle is a route bus, and an auxiliary drive device of the bus supplies an air compressor 11 for generating compressed air supplied to a brake device and a power steering device 12. The power steering pump 13 for generating the pressurized oil to be supplied and the output shaft 14a are connected to the air compressor 11 and the power steering pump 1
3 is provided with a single electric motor 14 connected via first and second electromagnetic clutches 21 and 22, respectively. The air compressor 11 is connected to a crankshaft (not shown) rotatably accommodated in a crankcase 11a via a connecting rod (not shown). The cylinder chamber (not shown) in the cylinder case 11b is connected to the crankshaft. And a piston (not shown) slidably accommodated therein. In addition, a suction port 11c and a discharge port 11 are provided above the cylinder case 11b.
d is provided. The suction port 11c is connected to the cylinder chamber via a suction-side check valve (not shown), and the discharge port 11d is connected to the cylinder chamber via a discharge-side check valve (not shown). The discharge port 11d is connected to an air tank 17 via an air pipe 16. The brake device is an air brake device in this embodiment, and guides compressed air stored in the air tank 17 to a brake chamber of each wheel via a brake valve and a relay valve according to the amount of depression of a brake pedal (not shown). It is configured as follows.

On the other hand, the power steering pump 13 is
3a and an oil tank 13b attached to the upper surface of the pump body 13a and capable of storing oil. The power steering device 12 has a control valve 12a for controlling the hydraulic pressure generated by the power steering pump 13.
And the steering force of the steering wheel 12 c housed in the steering gear case 12 b
2d, steering gear (not shown) transmitting to pitman arm (not shown) and cross rod (not shown)
And a power cylinder (not shown) having a base end pivotally attached to the vehicle body and a distal end pivotally attached to the cross rod. The control valve 12a is attached to the steering gear case 12b, and the power cylinder is configured to move the cross rod in the steering direction of the steering wheel 12c by the hydraulic pressure, that is, to assist the steering of the steering wheel 12c.

A discharge port 13c of the pump body 13a is connected to a supply port 12e of the control valve 12a via a feed tube 18, and the control valve 1a
The discharge port 12f of 2a is connected to the return port 13d of the oil tank 13b via the return tube 19. When the control valve 12a steers the steering wheel 12c, an internal spool (not shown) is provided.
Moves and the hydraulic circuit is switched. Further, a drive pulley 14b is fitted to the output shaft 14a of the electric motor 14, and the first and second driven pulleys 21b, 2 are attached to the output shafts 21a, 22a of the first and second electromagnetic clutches 21, 22.
2b are fitted respectively. First and second belts 31 and 32 are wound around the driving pulley 14b and the first and second driven pulleys 21b and 22b, respectively.

On the other hand, the steering shaft 12d is provided with a steering angle sensor 23 for detecting the steering angle of the steering wheel 12c, and the air tank 17 is provided with a pressure sensor 2 for detecting the pressure of the compressed air in the tank 17.
A vehicle speed sensor 26 for detecting a vehicle speed of a bus is provided on an output shaft of a transmission (not shown). Reference numeral 27 in FIG. 1 is a key switch. The detection outputs of the steering angle sensor 23, the pressure sensor 24, the vehicle speed sensor 26, and the key switch 27 are connected to the control input of the controller 28, and the control output of the controller 28 is the electric motor 14, the first and second electromagnetic clutches 21 and 22. Connected to.

The minimum air pressure required to operate the brake device is 340 kPa, and the maximum air pressure is 640 kPa.
When the pressure is set to Pa, the controller 28
Based on the detection outputs of 3, 24, 26, and 27, control is basically performed in the following four patterns. Also, the controller 28 normally operates when the air pressure of the air tank 17 is 4
The air compressor 11 is controlled via the first electromagnetic clutch 21 so as to be in the range of 90 kPa to 640 kPa.

When the vehicle speed sensor 26 detects vehicle speed = 0 and the pressure sensor 24 detects air pressure <340 kPa, the second electromagnetic clutch 22 is disconnected and the first electromagnetic clutch 21 is connected. The vehicle speed sensor 26 detects vehicle speed = 0, and the pressure sensor 24
Detects the air pressure ≧ 340 kPa, and when the steering angle sensor 23 detects the steering of the steering wheel 12c, the first electromagnetic clutch 21 is disconnected and the second electromagnetic clutch 22 is connected. The vehicle speed sensor 26 detects the vehicle speed ≠ 0, and the pressure sensor 24
Detects the air pressure <640 kPa, the first and second electromagnetic clutches 21 and 22 are both connected. The vehicle speed sensor 26 detects the vehicle speed ≠ 0, and the pressure sensor 24
Detects the air pressure ≧ 640 kPa, disconnects the first electromagnetic clutch 21 and connects the second electromagnetic clutch 22.

The above is during the warm-up operation of the engine, and the bus cannot start and the steering wheel 12c cannot be steered until the pressure sensor 24 reaches the air pressure> 340 kPa. In this embodiment, the torque required to drive the air compressor 11 is 14.5 Nm irrespective of whether the bus is stopped or running, and the torque required to drive the power steering pump 13 is in the state where the bus is stopped. When the steering wheel 12c is steered with
That is, when the steering wheel 12c is steered while the bus is running, 6.6-
34.3 Nm (varies depending on the vehicle speed). The torque required to drive the power steering pump 13 when the steering wheel 12c is not steered is 7.8.
Nm.

The operation of the auxiliary drive device for an electric vehicle thus constructed will be described with reference to FIGS. First, when the key switch 27 is turned on and the engine is started while the air pressure in the air tank 17 is 0 kPa, the controller 28 connects the first electromagnetic clutch 21 to operate the air compressor 11 and disconnects the second electromagnetic clutch 22. The power steering pump 13 is kept inactive. At this time, the electric motor 14 only needs to have a torque [14.5 Nm] necessary to drive the air compressor 11. During the warm-up operation, the bus cannot start and the steering wheel 12c cannot be steered. When the pressure sensor 24 detects that the pressure of the compressed air in the air tank 17 becomes 340 kPa or more, the controller 28 operates the power steering pump 13 by connecting the second electromagnetic clutch 22 while keeping the first electromagnetic clutch 21 connected. Let it. At this time, the electric motor 14 includes the air compressor 11 and the power steering pump 13.
(14.5 + 7.8 = 22.3) torque required to drive (when steering wheel 12c is not steered)
Nm]. Next, the vehicle speed sensor 26 sets the vehicle speed to 0 k.
m / h, the steering angle sensor 23
Detects the start of steering of the steering wheel 12c, that is, the start of stationary steering, the controller 28 disconnects the first electromagnetic clutch 21 while keeping the second electromagnetic clutch 22 connected, and makes the air compressor 11 inoperable. At this time, the electric motor 14 only needs to have a torque [66.6 Nm] necessary to drive the power steering pump 13.

On the other hand, the first and second electromagnetic clutches 21 and
2 is connected, the bus runs and the vehicle speed sensor 26
Detects that the vehicle speed is other than 0 km / hour and the steering angle sensor 23 detects the steering of the steering wheel 12c, the controller 28 keeps the first and second electromagnetic clutches 21 and 22 connected. At this time, the electric motor 14 controls the torque [14.5+ (7.8 to 3) required to drive the air compressor 11 and the power steering pump 13.
4.3) = (22.3 to 48.8) Nm]. As a result, the air compressor 11 is deactivated when the steering wheel 12c is stationary, so that the driving torque of the electric motor 14 is the torque [81.1Nm] obtained when the air compressor 11 is activated when the steering wheel 12c is stationary. Although not required, the driving torque [66.6] required for stationary steering of the steering wheel 12c is not required.
Nm] is sufficient. Therefore, the size of the electric motor 14 can be reduced, and the weight and manufacturing cost of the bus can be reduced.

In this embodiment, a route bus is described as an electric vehicle. However, a sightseeing bus, a passenger car, or another vehicle may be used. The generator is driven by an engine instead of the electric vehicle, and the power output of the generator is reduced. A series-type hybrid vehicle used for driving a traveling motor together with a discharge output of a battery may be used. Further, the air pressure of the compressed air in the air tank and the required torques of the air compressor and the power steering pump described in this embodiment are merely examples, and are not limited to these numerical values.

[0016]

As described above, according to the present invention, an air compressor generates compressed air supplied to a brake device, and a power steering pump generates compressed oil supplied to a power steering device. The output shaft of the electric motor is connected to an air compressor and a power steering pump via first and second electromagnetic clutches, respectively, and further, a steering angle sensor for detecting a steering angle of a steering wheel and a pressure sensor for detecting a pressure of the compressed air. The controller is configured to control the first and second electromagnetic clutches based on the respective detection outputs of the vehicle and a vehicle speed sensor for detecting the vehicle speed, so that the pressure of the compressed air supplied to the brake device first activates the brake device. When the engine is started with less than the minimum pressure required for the vehicle, the controller engages the first electromagnetic clutch, 2 keep cutting the electromagnetic clutch. When the pressure sensor detects that the air pressure has become equal to or higher than the minimum pressure necessary for operating the brake device, the controller connects the second electromagnetic clutch while keeping the first electromagnetic clutch connected.

Next, when the start of stationary steering is detected by the vehicle speed sensor and the steering angle sensor, the controller disconnects the first electromagnetic clutch while keeping the second electromagnetic clutch connected. Further, when the first and second electromagnetic clutches are connected and the vehicle speed sensor detects that the vehicle speed is other than 0 km / h, that is, the vehicle is running, and the steering angle sensor detects the steering of the steering wheel, The controller keeps the first and second electromagnetic clutches connected.
As a result, the air compressor is deactivated when the steering wheel is stationary, so that the driving torque of the electric motor does not need the torque required when the air compressor is activated when the steering wheel is stationary. The required drive torque is sufficient. Therefore, the size of the electric motor can be reduced, and the weight and manufacturing cost of the bus can be reduced.

[Brief description of the drawings]

FIG. 1 is a configuration diagram showing an auxiliary device driving device for an electric vehicle or a hybrid vehicle according to an embodiment of the present invention.

FIG. 2 is a flowchart showing the operation of the accessory drive device.

[Explanation of symbols]

 Reference Signs List 11 air compressor 12 power steering device 12c steering wheel 13 power steering pump 14 electric motor 14a output shaft of electric motor 21 first electromagnetic clutch 22 second electromagnetic clutch 23 steering angle sensor 24 pressure sensor 26 vehicle speed sensor 28 controller

Claims (1)

[Claims] An air compressor (11) for generating compressed air supplied to a brake device, a power steering pump (13) for generating pressure oil supplied to a power steering device (12), and an output shaft (14a). A single electric motor (14) connected to the air compressor (11) and the power steering pump (13) via first and second electromagnetic clutches (21, 22), respectively, and a steering wheel (12c). A steering angle sensor (23) for detecting a steering angle; a pressure sensor (24) for detecting a pressure of compressed air generated by the air compressor (11); a vehicle speed sensor (26) for detecting a vehicle speed; and the steering angle. Based on the detection outputs of the sensor (23), the pressure sensor (24), and the vehicle speed sensor (26).
And controller for controlling second electromagnetic clutches (21, 22)
(28) An auxiliary drive device for an electric vehicle or a hybrid vehicle, comprising: