JP2002047964A - Idle stop controller for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an idle stop controller for a vehicle having a mechanism preventing braking action by an electric motor and capable of achieving the optimum idle stop control based on the mechanism. SOLUTION: An opening and closing means opening and closing between the electric motor and a drive circuit is provided between the electric motor and the drive circuit outputting a drive signal to the electric motor, the electric motor and the drive circuit are mutually connected by the opening and closing means simultaneously when a control signal is outputted to the electric motor in an idle condition before an engine is stopped, and the electric motor and the drive circuit are shut off by the opening and closing means simultaneously when outputting of the control signal to the electric motor is stopped so that the braking action due to the generation of back electromotive force of the electric motor can be prevented and a driving source of a compressor can be smoothly shifted from the engine for running to the electric motor.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a compressor having a compressor driven by two driving sources, a driving engine and a motor, and providing an opening / closing means between the motor and a driving circuit for driving the motor. The present invention relates to a vehicle idling stop control device that controls the opening / closing means and the like when the engine stops idling.

[0002]

2. Description of the Related Art A vehicle control device disclosed in Japanese Patent Application Laid-Open No. H11-78512 has a compressor driven by an engine, and a motor-generator motor connected to an output shaft of the engine. Then, the engine is idle-up, the generated torque of the engine is increased, the compressor is driven, and when the generated torque of the engine is consumed by the compressor, the electric motor is driven to assist the engine. . Conversely, when the compressor is stopped, electric power is generated by the electric motor, and the increased generated torque of the engine is consumed by the electric motor. As a result, the torque transmitted from the engine to the wheels as power is used to drive the compressor,
This eliminates fluctuation due to non-driving.

Further, a compressor control device for a hybrid electric vehicle disclosed in Japanese Patent Application Laid-Open No. 11-310033 discloses that a variable displacement compressor is connected to an original continuous variable displacement compressor when an engine is operating for a reason other than a request for an air conditioner. In the case of operating by control and operating the engine in response to an air conditioner request, it performs fixed-capacity intermittent operation control in which the variable displacement compressor is turned on and off together with the engine by fixing it at a control pressure capable of discharging the refrigerant at the maximum flow rate. It is.

[0004]

In the above references, when the compressor is driven by the engine, the drive shaft of the motor also rotates with the rotation of the engine or the compressor, so that a back electromotive force is generated in the motor, When the motor circuit forms a closed circuit, the back electromotive force causes a braking action on the motor, causing a problem that the engine load increases.

[0005] In particular, when the above-described hybrid compressor is used in an idle stop vehicle, there is a problem that an engine load increases in an idle state and in a restart after the idle stop due to a braking action generated by the electric motor when the engine is driven.

SUMMARY OF THE INVENTION It is therefore an object of the present invention to provide a vehicle idle stop control device having a mechanism for preventing a braking action by an electric motor and capable of achieving optimum idle stop control based on the mechanism. .

[0007]

SUMMARY OF THE INVENTION Accordingly, the present invention forms a part of a refrigeration cycle provided in an air conditioner and a traveling engine, and is connected to and driven by the traveling engine via an electromagnetic clutch. An opening / closing means provided between the electric motor and a driving circuit for outputting a driving signal to the electric motor, for opening and closing the electric motor and the driving circuit, in a vehicle including a compressor that can be driven by the electric motor. Traveling state confirmation means for confirming the traveling state of the vehicle; preliminary signal output means for outputting an idling stop preliminary signal when traveling of the vehicle is confirmed by the traveling state confirmation means; Stop confirmation means for confirming that the vehicle has been stopped for a predetermined time after the output of the idle stop preliminary signal by the output means; Therefore, when it is confirmed that the vehicle has stopped, a stop signal output unit that outputs an idle stop signal, a drive restart confirmation unit that confirms a request to restart the drive of the traveling engine, and a driving engine When the request for restarting the drive is confirmed, the stop release means for releasing the output of the idle stop signal, and when the idle stop preliminary signal is output, the open / close means connects the electric motor and the drive circuit. When the output of the idle stop signal is released by the stop release means while being connected, the open / close control means for cutting off the electric motor and the drive circuit by the open / close means, and the idle stop preliminary signal are output. In the case of, when outputting a control signal to the electric motor, when the output of the idle stop signal is released by the stop release means, Motor control means for stopping the output of the control signal to the motor; and when the idle stop signal is output, the electromagnetic clutch cuts off the connection between the traveling engine and the compressor and confirms the traveling state. An electromagnetic clutch control means for connecting the traveling engine and the compressor by the electromagnetic clutch when it is confirmed by the means that the running of the vehicle has been resumed.

According to this, an opening / closing means for opening / closing between the electric motor and the drive circuit is provided between the electric motor and a drive circuit for outputting a drive signal to the electric motor. At the time of the idle state, the control signal is output to the motor and the motor is connected to the drive circuit by the opening / closing means at the same time. Since the drive circuit is cut off, the braking effect due to the generation of the back electromotive force of the electric motor can be prevented, and the drive source of the compressor can be smoothly shifted from the traveling engine to the electric motor.

The motor control means rotates the motor at a speed corresponding to an idle rotation speed of the traveling engine when the idle stop preliminary signal is output, and at a stage when the idle stop signal is output, The object is to maximize the output of the electric motor. Accordingly, the electric motor is rotated at a speed corresponding to the idle rotation speed of the traveling engine during the idling operation of the traveling engine, so that the drive source of the compressor can be smoothly shifted from the traveling engine to the electric motor.

Further, the compressor is provided with a variable displacement mechanism. When the idle stop preliminary signal is output, the compressor discharge capacity is set to a minimum, and the running state confirmation means restarts running of the vehicle. If it is confirmed that the compressor has a variable displacement mechanism control means for maximizing the displacement of the compressor. Thus, during operation with the motor, the discharge capacity of the compressor is set to a minimum, so that the load on the motor can be reduced.

Further, it is desirable that the drive restart confirming means confirms drive restart by detecting an accelerator signal.

The compressor has a compression section and a drive shaft for driving the compression section. The electromagnetic clutch is provided at one end of the drive shaft, and the electric motor is connected to the other end of the drive shaft. It is desirable to use a hybrid compressor provided in the vehicle.

[0013]

Embodiments of the present invention will be described below with reference to the drawings.

In FIG. 1, an idle stop control device 1 controls a running engine 2 and a hybrid compressor 3, and controls a main control unit (MCU) 11 for controlling air conditioning and other general operations. Engine control (ECU) 1 for control
2, a battery (B / T) 13 as a power source, and a drive circuit (M / D) 14 for outputting a control signal to the electric motor 9 of the hybrid compressor 3.

The hybrid compressor 3 includes a drive shaft 7 connected to a rotating pulley 4 of the traveling engine 2 via a belt 18 and a rotating drive pulley 5 and an electromagnetic clutch 6. The drive unit 7 includes a compression unit 8 driven by the rotation of the drive shaft 7 and an electric motor 9 provided at the other end of the drive shaft 7. Further, the compression section 8 is provided with a capacity variable mechanism 10 for changing the discharge capacity of the compression section 8.

A relay switch 15 is provided between the electric motor 8 and a driving circuit 14 provided for driving the electric motor 8. This relay switch 15
Is constituted by an open / close switch 16 and an electromagnetic drive unit (RLY) 17 for driving the open / close switch 16, and the electromagnetic drive unit 17 is controlled by the main control unit 11.

In the above configuration, for example, the idle stop control executed in the main control unit 11 is, for example, as shown in FIG. In the idle stop control started from step 20, first, at step 22, it is determined whether or not the accelerator depression signal AS is turned on. In this determination, if there is an accelerator pedal depression signal AS, it is determined that there is a request for starting the engine. Therefore, the routine proceeds to step 50, where the idle stop signal IDS is released, and step 52 is executed.
For example, the process returns to the main control routine that controls the air conditioning control. At this time, in step 50, the following flags A and B are set to 0, and simultaneously with the release of the idle stop signal, the settings of the first and second timers t1 and t2 described below are also released.

In the determination in step 22,
If the accelerator pedal depression signal AS is OFF (N), there is no request for starting or restarting the engine, so the process proceeds to step 24 to determine whether or not the vehicle is stopped by determining whether or not the vehicle speed Cs is 0. It is determined by whether This step 24
If the vehicle speed Cs is 0 (Y), the process proceeds to step 26, where the operation determination flag B of the second timer t2 is set.
Is set to 1 or not. In this determination, if 1 is not set in the flag B (N), the process proceeds to step 28, where it is determined whether or not 1 is set in the operation determination flag A of the first timer t1. If 1 is not set to A (N), the process proceeds to step 30 to start the timer t1, and
At 2, the flag A indicating that the first timer t1 has started is set to 1.

If the flag A is set to 1 in the determination at step 28 (Y), step 3
Going to step 34 avoiding 0 and 32,
Is determined whether the first timer t1 has passed a predetermined time α (for example, 1 second). And the first
If the timer t1 is less than or equal to the predetermined time α (Y), the process proceeds to step 52 to return to the main control routine, and the count of the first timer t1 in step 34 is continued. Then, in the determination of step 34, if the first timer t1 has reached the time α, that is, if the stop of the vehicle has continued for a predetermined time and the state in which the accelerator is not depressed has continued for a predetermined time, the process proceeds to step 36. In order to cancel the first timer t1, the flag A is set to 0, and an idle stop preliminary signal IDSpre is output in step 38.

In step 40, the second timer t2 is started, and in step 42, the flag B is set to 1
Set. By setting 1 to this flag B,
If it is determined in step 44 that the second timer t2 is within β hours (Y), the flow returns from step 52 to the main control routine, and the flag B is determined in step 26 in the newly started idle stop control routine. Is determined to be set to 1 (Y), the process up to step 42 is bypassed, and the determination at step 44 is repeated. Then, when it is determined in step 44 that the second timer t2 is equal to or longer than β time (N). Proceeding to step 46, the flag B is set to 0 and the second timer t2 is reset. At step 48, the idle stop signal IDS is output, and
2 returns to the main control routine. As a result, as shown in FIG. 8, the vehicle speed Cs becomes 0 (stop running), and after a lapse of a predetermined time, the idle stop preliminary signal I
DSpre is output, and after a lapse of a predetermined time, an idle stop signal IDS is output.

The flowchart shown in FIG. 3 shows the engine control in the idle stop control. In the engine control started from step 60,
In step 61, it is determined whether or not the idle stop signal IDS is present. If the idle stop signal IDS is present, the process proceeds to step 62, in which the engine 2 is stopped.
From 4, return to the main control routine. If there is no idle stop signal IDS in the determination in step 61 (if the idle stop signal IDS has been released), the process proceeds to step 63, where the engine stop is released, and the engine 2 is restarted. Therefore, as shown by Er in FIG. 7, it is possible to obtain a state in which the engine 2 is stopped by the IDS output and restarted by the release of the IDS.

The flowchart shown in FIG. 4 shows the motor control in the idle stop control. In the motor control started from step 70, it is determined in step 71 whether or not there is an idle stop signal IDS. If there is an IDS (Y), the flow advances to step 74 to control the motor 9 by the control signal. Duty ratio M
Td is set to 100% (full output), and the routine returns from step 76 to the main control routine. If there is no IDS in the determination in step 71 (N), the flow advances to step 72 to determine whether or not the idle stop preliminary signal IDSpre is present. If there is an IDSpre in this determination (Y), the routine proceeds to step 73, where the duty ratio MTd of the motor control signal output to the motor 9 is set to 40% (corresponding to the idle speed of the engine 2).
Then, the process returns from step 76 to the main control routine.
If the idling stop signal IDS is not present (N) in the determination in step 72, the process proceeds to step 75 to stop the output of the motor 9. Thus, the motor control indicated by MTd in FIG. 8 can be obtained. FIG.
In the characteristic line of MTd, MTd1 is 40%.

The flowchart shown in FIG. 5 shows the electromagnetic clutch control in the idle stop control. In the electromagnetic clutch control started from step 80, in step 81, the idle stop preliminary signal ID
The presence or absence of Spre is determined. In this determination, the ID
If Spre is present (Y), the routine proceeds to step 82, where it is determined whether or not the vehicle speed Cs is greater than 0.
If s is not greater than 0, in other words, if the vehicle speed is 0, the routine proceeds to step 83, where the electromagnetic clutch 6 is turned off.
Then, the process returns from step 85 to the main control routine. If it is determined in step 81 that there is no IDSpre (N) or if the vehicle speed Cs is greater than 0 in the determination of step 82 (Y), step 84 is executed.
And the electromagnetic clutch 6 is turned on. by this,
The electromagnetic clutch control indicated by MC in FIG. 8 can be obtained.

The flowchart shown in FIG. 6 shows the control of the capacity of the compression section 8 of the compressor 3 in the idle stop control. In the capacity control started from step 90, it is determined in step 91 whether or not the idle stop preliminary signal IDSpre is present. If the IDSpre is present (Y), the flow proceeds to step 92 to proceed to step 92.
Is determined to be in the ON state. Step 9 above
1 and 92, the idle stop preliminary signal IDS
If pre is present and the electromagnetic clutch 6 is in the OFF state, the routine proceeds to step 93, where the duty ratio CCVd of the control signal output to the variable displacement mechanism 10 of the compressor 8 of the compressor 3 is set to the minimum value min. And step 9
From 5, return to the main control routine. Step 9
If it is determined in step 1 that there is no idle stop preliminary signal IDSpre (N), or if it is determined in step 92 that the electromagnetic clutch 6 is ON (Y), the routine proceeds to step 94, where the compressor 3 The duty ratio CCVd of the control signal output to the variable capacity mechanism 10 of the compression unit 8 is set to the maximum max. Thus, a change in capacitance indicated by CC in FIG. 8 can be obtained.

The flowchart shown in FIG. 7 shows the relay (RLY) control in the idle stop control. In the relay control starting from step 200, it is determined in step 210 whether or not the flag C is set to 1. If it is determined in step 210 that the flag C is not set to 1 (N), the process proceeds to step 220 to determine whether or not the idle stop preliminary signal IDSPre has been output.
If IDPre is not output, step 3
Returning to the main control routine from 00.

Then, the idle stop preliminary signal IDSpr
When e is output, the process proceeds from the determination at step 220 to step 230, where the relay (RLY) 15 is turned on, and at step 240, the flag C is set to 1. As a result, since it is determined that the flag C is set to 1 in the determination of step 210 from the next time, the process proceeds to step 250, and it is determined whether or not the idle stop signal IDS is output. If no IDS is output in this determination, the flag D is not set to 1 in the determination in step 270,
Go to 0 and exit this control routine. Then, when the idle stop signal IDS is output (Y), Step 2
Proceeding to 60, 1 is set to the flag D, and it is recorded that the idle stop signal IDS has been output. For this reason, when the idle stop signal IDS is released, it is determined in step 250 that the IDS has not been output, but since the flag D is set to 1 in step 270, Proceeding to 280, the relay (RLY) 15 is turned off, and at step 290, the flags C and D are set to 0. As a result, FIG.
The control indicated by RLY is obtained.

With the above control, as shown in FIG.
The running of the vehicle is stopped (block 100), and after a lapse of a predetermined time after the running is stopped, the idle stop preliminary signal IDSpre
Is output (block 110). In response to the idle stop preliminary signal IDSpre, the discharge displacement is changed from the maximum max to the minimum min in the compressor displacement control (block 150), and the relay (RLY) 15 is turned on (block 160). Further, the duty ratio of the motor control signal is set to 40% in order to obtain a rotation speed equivalent to the idling operation of the engine 2 (block 170).

Then, the idle stop preliminary signal IDSpr
When a predetermined time elapses after the output of e, the idle stop signal ID
S is output. The electromagnetic clutch 6 is turned off by the idle stop signal IDS (block 180),
The engine 2 is stopped (block 190), and the duty ratio of the motor control signal is set to a maximum of 100%.

After that, when the idle stop signal IDS is released (block 130), the duty ratio of the motor control signal is set to 0%, so-called output to the motor 6 is stopped (block 210), and the relay (RLY) 15 Is off
Then, the engine 2 is restarted (block 230). When the running of the vehicle resumes (block 140), the electromagnetic clutch 6 is turned on (block 240), and the discharge capacity of the compression unit 8 of the compressor 3 is changed from the minimum min to the maximum max (block 25).
0).

With the above configuration, when the motor 9 is not driven, the relay 15 is turned off.
Therefore, the braking effect caused by the back electromotive force generated in the engine 2 can be prevented, so that the load on the engine 2 can be reduced, and the engine efficiency during idle operation of the engine 2 can be improved. Also, the idle stop preliminary signal IDS
Since the discharge capacity of the compression section 8 of the compressor 3 is minimized by pre and the relay 15 is turned on, the duty ratio of the motor 9 is set so as to obtain a rotational speed equivalent to the engine idling. This enables a smooth transition to the driving of the compressor 3 by the motor 9. Further, after the idle stop signal IDS is released, the rotation of the motor 9 is stopped, and then the relay 15 is turned off.
ff, and then the engine 2 is started, so that the load at the time of restarting the engine can be reduced, so that a smooth start is possible.

When the driving of the engine 2 causes a surplus in the rotational torque of the compressor 3, the relay 15 is turned on to charge the battery 13 with the back electromotive force generated in the motor 9. Good thing.

[0032]

As described above, according to the present invention, when the engine is driven, the motor circuit is opened, so that the braking effect due to the back electromotive force generated in the coil of the motor can be prevented. Since the engine load can be reduced, the fuel efficiency of the engine can be improved. Also, since an idle stop preliminary signal is output before the idle stop signal, the compressor capacity is reduced based on this signal, and preparation for shifting to the motor is made.
It is possible to smoothly switch the drive source of the compressor when the engine is stopped.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of an idle stop control device according to an embodiment of the present invention.

FIG. 2 is a flowchart of idle stop control according to the embodiment of the present invention.

FIG. 3 is a flowchart showing engine control in idle stop control according to the embodiment of the present invention.

FIG. 4 is a flowchart illustrating motor control in idle stop control according to the embodiment of the present invention.

FIG. 5 is a flowchart showing electromagnetic clutch control in idle stop control according to the embodiment of the present invention.

FIG. 6 is a flowchart showing capacity control in idle stop control according to the embodiment of the present invention.

FIG. 7 is a flowchart illustrating relay control in idle stop control according to the embodiment of the present invention.

FIG. 8 is a timing chart showing control characteristics of each control.

FIG. 9 is an explanatory block diagram of the timing chart shown in FIG. 8;

[Explanation of symbols]

 REFERENCE SIGNS LIST 1 idle stop control device 2 engine 3 compressor 4, 5 pulley 6 electromagnetic clutch 7 drive shaft 8 compression section 9 motor 10 variable capacity mechanism 11 main control unit 12 engine control unit 13 battery 14 drive circuit 15 relay

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[Procedure amendment]

[Submission Date] August 1, 2000 (2008.1)

[Procedure amendment 1]

[Document name to be amended] Statement

[Correction target item name] Claim 4

[Correction method] Change

[Correction contents]

[Procedure amendment 2]

[Document name to be amended] Statement

[Correction target item name] Claim 5

[Correction method] Change

[Correction contents]

──────────────────────────────────────────────────続 き Continued on the front page (51) Int.Cl. ⁷ Identification symbol FI theme coat ゛ (Reference) F02D 29/02 321 F02D 29/02 321A 29/06 29/06 F F04B 49/00 F04B 49/00 A 49 / 06 341 49/06 341E (72) Inventor Kazuhiro Irie 39, Higashihara, Chiyo-ji, Odai-gun, Osato-gun, Saitama Pref. No. 39 F-term in Zexel Air Conditioning Co., Ltd. (reference) 3G093 AA01 AA12 BA00 CA04 CA05 DA06 DB05 DB23 EB05 EC02 FA02 FA14 FB02 3H045 AA09 AA10 AA27 BA28 BA40 CA21 DA04 DA24 EA32 EA34

Claims (5)

[Claims] 1. A traveling engine and a compressor which constitutes a part of a refrigeration cycle provided in an air conditioner, is driven by being connected to the traveling engine via an electromagnetic clutch, and can also be driven by an electric motor. An opening / closing unit that is provided between the electric motor and a driving circuit that outputs a driving signal to the electric motor, and that opens and closes the electric motor and the driving circuit; and checks a traveling state of the vehicle. Traveling state confirmation means; preliminary signal output means for outputting an idle stop preliminary signal when the traveling stop of the vehicle is confirmed by the traveling state confirmation means; output of an idle stop preliminary signal by the preliminary signal output means; After that, stop confirming means for confirming that the vehicle has stopped for a predetermined time, and when the stop of the vehicle is confirmed by the stop confirming means, A stop signal output unit that outputs an idle stop signal; a drive restart confirmation unit that confirms a request for restarting the drive of the traveling engine; and a request that the drive restart of the traveling engine be confirmed by the drive restart confirmation unit. Stop canceling means for canceling the output of the idle stop signal; and when the idle stop preliminary signal is output, the open / close means connects the motor and the drive circuit, and the stop canceling means stops the idle. Opening / closing control means for shutting off the electric motor and the drive circuit by the opening / closing means when the output of the signal is released; and outputting a control signal to the electric motor when the idle stop preliminary signal is output. And stopping the output of the control signal to the electric motor when the output of the idle stop signal is released by the stop release means. An electric motor control unit, wherein when the idle stop signal is output, the electromagnetic clutch cuts off the connection between the traveling engine and the compressor, and the traveling state confirmation unit restarts traveling of the vehicle. A vehicle idling stop control device, comprising: an electromagnetic clutch control unit that connects the traveling engine and the compressor by the electromagnetic clutch when it is confirmed. 2. The motor control means, when the idle stop preliminary signal is output, rotates the electric motor at a speed corresponding to an idle rotation speed of the traveling engine, and when the idle stop signal is output, 2. The idle stop control device for a vehicle according to claim 1, wherein the output of the electric motor is maximized. 3. The compressor has a variable displacement mechanism. When the idle stop preliminary signal is output, the compressor discharge capacity is set to a minimum, and the running state confirmation means restarts running of the vehicle. If confirmed,
3. The idle stop control device for a vehicle according to claim 1, further comprising a variable displacement mechanism control unit that maximizes a compressor discharge capacity. 4. The idle stop control device for a vehicle according to claim 1, wherein the drive restart confirmation unit confirms drive restart by detecting an accelerator signal. 5. The compressor has a compression section and a drive shaft for driving the compression section, the electromagnetic clutch is provided at one end of the drive shaft, and the electric motor is connected to the other end of the drive shaft. The vehicle idle stop control device according to any one of claims 1 to 4, wherein the hybrid compressor is a hybrid compressor provided in the vehicle.