JP2003049875A - Vehicular electromagnetic clutch device for driving generator and on-vehicle apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicular electromagnetic clutch device for driving a generator and an on-vehicle apparatus capable of preventing an inability to drive the on-vehicle apparatus or a vehicular generator-motor by an engine due to a malfunction of an electromagnetic clutch control system or power supply voltage deterioration while suppressing complication of a device composition. SOLUTION: A cutoff gate part 62 opened and closed by an output signal of a microcomputer part 61 monitoring a microcomputer part 60 is provided in a partway part of a path transmitting a signal to an electromagnetic clutch driving relay 65 outputted by the microcomputer part 60 commanding engagement and disengagement of an electromagnetic clutch interposed between the engine, and the vehicular generator-motor and on-vehicle apparatus. In a malfunction of the microcomputer part 60, the cutoff gate part 62 is opened and disengagement of the electromagnetic clutch is prevented.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle electromagnetic clutch device for driving a generator and in-vehicle equipment.

[0002]

2. Description of the Related Art Conventionally, it has been publicly known that one vehicle generator motor drives an in-vehicle device at engine start, power generation, and idle stop.

When the in-vehicle device is driven by the vehicle generator motor during idle stop (hereinafter also abbreviated as in-vehicle device drive mode), it is necessary to prevent the engine generator from driving the vehicle generator motor. An electromagnetic clutch interposing system has been proposed in which an electromagnetic clutch provided between an engine and a generator / motor is mounted. In this electromagnetic clutch interposition method, the electromagnetic clutch coil is energized to keep the electromagnetic clutch connected except when in the in-vehicle device drive mode, and the electromagnetic clutch coil is de-energized only in the in-vehicle device drive mode. The electromagnetic clutch is normally released.

[0004]

However, when the on-vehicle equipment is driven by the vehicular generator-motor at the time of idle stop by adopting the above-mentioned electromagnetic clutch interposition system, the control circuit device for controlling the opening / closing of the electromagnetic clutch operates internally. If an abnormal operation occurs due to a defect or a drop in the power supply voltage, the electromagnetic clutch may open and the engine may not be able to drive the vehicle-mounted device or the vehicular generator-motor.

The present invention has been made in view of the above problems in the electromagnetic clutch interposition type generator and the in-vehicle device drive system, and the malfunction of the electromagnetic clutch control system and the reduction of the power supply voltage are prevented while preventing the apparatus configuration from becoming complicated. It is an object of the present invention to provide a generator and a vehicle electromagnetic clutch device for driving an on-vehicle device that can prevent the in-vehicle device and the vehicle generator-motor from being disabled by the engine.

[0006]

According to a first aspect of the present invention, there is provided a vehicle electromagnetic clutch device for driving a generator and on-vehicle equipment, which includes an electromagnetic clutch interposed between an engine and a vehicle generator motor and an auxiliary device. A coil current interrupt switch for interrupting the current supplied to the coil of the electromagnetic clutch, and a coil disconnection command signal to the coil current interrupt switch to electrically drive the auxiliary machine while the engine is stopped. In a vehicle electromagnetic clutch device for driving a generator and an in-vehicle device, which includes a control controller that opens and closes the electromagnetic clutch by controlling a switch, an abnormal operation of the control controller is detected by communicating with the controller. A monitoring controller that sends a control abnormality signal when the control controller is abnormal; Is provided between the output terminal of the controller and the coil current interrupt switch, and prohibits the clutch release command signal from being delivered to the coil current interrupt switch when the monitoring controller issues the control abnormality signal. And a shut-off gate portion that operates.

According to this configuration, the monitoring controller for monitoring the control controller for controlling the on / off of the electromagnetic clutch through the coil current on / off switch (for example, a relay),
The monitoring controller is provided with a shut-off gate unit that shuts off the electromagnetic clutch disengagement command of the controller when the supervisory controller determines that the controller is abnormal.

As a result, when the control controller becomes abnormal due to an internal operation failure or a power supply voltage drop,
Since the monitoring controller shuts off the shutoff gate,
After that, the electromagnetic clutch disengagement command output from the controller does not reach the coil current interrupt switch at all, and as a result, the electromagnetic clutch can be kept on (connected state), and the normal electromagnetic clutchless power generation is possible. The engine can always drive the vehicular generator-motor and the in-vehicle device, as in the case of the machine and in-vehicle device drive system. In other words, the present invention detects an abnormality in the control controller, does not correct the abnormality in the control controller when the abnormality is detected, and thereafter forcibly maintains the electromagnetic clutch in the connected state to allow the engine to operate. By prioritizing the driving of the vehicle generator motor and in-vehicle equipment,
The basic functions of vehicle generator motor and in-vehicle device drive at the time of engine drive are secured by the minimum function restriction that abandon drive of in-vehicle device at idle stop, and the damage is minimized with a simple circuit configuration. be able to.

In addition, when the monitor controller prohibits the drive of the vehicle-mounted device at the time of idle stop, the electric drive of the vehicle generator motor at the time of idle stop is also prohibited except for starting the engine. This can reduce wasteful power consumption.

According to a second aspect of the present invention, in the electromagnetic clutch device for a vehicle for driving the generator and the in-vehicle device according to the first aspect, the shut-off gate section is further provided when the control abnormality signal is input, and When the power supply voltage becomes low, the disengagement of the electromagnetic clutch by the coil current interrupt switch is prohibited.

That is, according to this configuration, the cutoff gate unit prevents the coil current interrupt switch from opening the electromagnetic clutch when the power supply voltage becomes a low voltage in addition to when the monitoring controller issues a control abnormality signal. Since the circuit configuration that outputs the output signal to the coil current interrupt switch is adopted, it is possible to prevent accidents where the electromagnetic clutch is disengaged due to an accidental drop in the power supply voltage, and the engine generator motor for vehicles and in-vehicle equipment cannot be driven. can do.

In a preferred mode, the power supply voltage of both controllers and the power supply voltage of the cutoff gate section are supplied from the same power supply section. By doing so, it is possible to prevent only the power supply voltage of both controllers from decreasing and preventing the electromagnetic clutch from being disengaged by transmitting an abnormal signal to the electromagnetic clutch through the shutoff gate unit which is operating normally.

According to a third aspect of the present invention, in the electromagnetic clutch device for a vehicle for driving the generator and the in-vehicle device according to the second aspect, the shut-off gate portion further causes the electromagnetic current clutch switch to disengage the electromagnetic clutch. When the prohibition is made, the warning lamp is turned on, so that the driver can easily take action.

According to a fourth aspect of the present invention, in the electromagnetic clutch device for a vehicle for driving the generator and the in-vehicle device according to the first or second aspect, the monitoring controller is further provided when the ignition switch is on or while the ignition switch is on. Whether the control controller executes a test program before the control controller outputs the electromagnetic clutch disengagement command periodically or while the ignition switch is on, and whether the control controller is abnormal based on the result of the test program. Is characterized by determining.

According to this structure, the electromagnetic clutch can be disengaged by the controller before the controller finishes the inspection of the controller.

[0016]

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

(Overall Structure) FIG. 1 is a block diagram showing a vehicle drive system equipped with a generator and an electromagnetic clutch device for a vehicle for driving on-vehicle equipment according to this embodiment.

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

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

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

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

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

The circuit portion of the controller 6 which is in charge of contact and separation of the electromagnetic clutch 7 will be described in more detail with reference to FIG.

Reference numeral 60 is a microcomputer section which constitutes a control controller according to the present invention, 61 is a microcomputer section which constitutes a monitoring controller according to the present invention, 62 is a NOR circuit as an interruption gate section according to the present invention, and 63 is an output of the NOR circuit 62. , 64 is a drive circuit that opens and closes the electromagnetic clutch relay 65 as a coil current interrupt switch, which is driven by the buffer circuit section 63, 66 is a NOR circuit for alarm, and 67 is a NOR circuit. A buffer circuit unit for power-amplifying the output of 66, 68 is a drive transistor driven by the buffer circuit unit 67 to turn on / off the charge lamp 69, and Z is a Zener diode for protection connected in antiparallel with the drive transistors 64 and 68. .

The microcomputer section 60 determines contact / separation of the electromagnetic clutch 7 based on input signals from other parts of the controller 6 and external sensors which are input to its input terminals. The microcomputer unit 6 also stores a task program for testing its own internal operation.
Command is executed, this task program is executed. In executing this task program, the microcomputer unit 6 does not command the disengagement of the electromagnetic clutch 7.

In the monitoring controller 61, when the ignition switch is turned on and the microcomputer section 60 is operated by the electromagnetic clutch 7.
When it is known from the communication from the control controller 60 that the calculation result for instructing the separation of the
To execute the task program, and prohibits the controller 60 from outputting a command to disengage the electromagnetic clutch 7. After that, the execution result of the above-mentioned task program is transmitted to the monitoring controller 61, and when the monitoring controller 61 determines that the microcomputer section 60 is abnormal based on this execution result, it outputs an abnormal signal.

An important point is that the output potential of the microcomputer unit 60 when communication is disabled is considered in the case where communication itself from the microcomputer unit 60, which is a control controller, to the microcomputer unit 61, which is a monitoring controller, is disabled. , Is set so as to match the output potential level from the microcomputer unit 60 to the microcomputer unit 61 at the time of transmitting the execution result from the microcomputer unit 60 to the microcomputer unit 61, which indicates that the above-mentioned task program execution result is an abnormality of the microcomputer unit 60. That is. As a result, when the communication between the microcomputer units 60 and 61 is abnormal, the microcomputer unit 61 can determine that the microcomputer unit 60 is abnormal, and thus erroneous determination can be prevented.

Preferably, when the result of the task program execution is an abnormality of the microcomputer section 60, the microcomputer section 60 notifies the abnormality to the microcomputer section 61 at a low level potential. With this configuration, when the communication function of the microcomputer unit 60 is down, the microcomputer unit 61 normally detects a low level, and therefore this communication failure can be recognized as a malfunction of the microcomputer unit 60 based on the result of the task program execution. it can.

The microcomputer sections 60 and 61 each have a pair of output driver transistors (not shown), and a total of four output terminals of both the microcomputer sections 60 and 61 to which the collectors (sources) of the output driver transistors are connected. Is supplied from the power supply line VOM through the pull-up resistor R. The power supply line VOM is fed from a constant voltage power supply circuit (not shown).

The voltage output from the output terminals of both microcomputers 60 and 61 is input to the NOR circuit 62, and the output voltage of the NOR circuit 62 is sourced through the buffer circuit (or inverting circuit) 63 which is a grounded-emitter transistor circuit. The grounded drive transistor 64 is driven, and the drive transistor 64 intermittently controls energization of the coil of the electromagnetic clutch relay 65 as a coil current intermittent switch which is a high side load. Reference numerals 66 to 68 are circuit portions for intermittently controlling the charge lamp 69, but since they have the same configuration as the circuits 62 to 64 for driving and controlling the electromagnetic clutch relay 65, the description thereof will be omitted.

The contact / separation control of the electromagnetic clutch 7 by the output signals of the microcomputers 60 and 61 will be described below. (Inspection of the microcomputer unit 60) When the ignition switch is turned on or periodically while the ignition switch is turned on,
The microcomputer unit 61 commands the microcomputer unit 60 to perform a test, and the microcomputer unit 60 executes the internally stored task program in response to the input of this command to check whether its own function is normal. At this time, the microcomputer unit 61 outputs a high level signal (corresponding to a control abnormality signal) to maintain the NOR circuit 62 in a low level potential output state, and as a result, the relay 65 is turned on and the coil of the electromagnetic clutch 7 is turned on. Energize and hold the electromagnetic clutch 7 in the connected state. (Contact / separation control of electromagnetic clutch 7) If the operation of the microcomputer unit 60 is normal, the microcomputer unit 61 outputs a low level potential (normal inspection result) to the NOR circuit 62, and as a result, the microcomputer unit 60 operates the electromagnetic clutch 7. When a low level potential is output as a disconnection command to be released, the NOR circuit 62 becomes a high level potential and the relay 65 is turned off. As a result, the energization of the coil of the electromagnetic clutch 7 is cut off and the electromagnetic clutch 7 is disconnected. Is separated.

The NOR circuit 62 is used in the microcomputer section 60.
However, when the high level potential is output as the electromagnetic clutch connection command, or when the microcomputer unit 61 outputs the high level potential as the control abnormality signal, the low level potential is output and the coil of the relay 65 is energized, The normally open contact of the relay 65 is turned on, the coil of the electromagnetic clutch 7 is energized, and the electromagnetic clutch 7 is brought into the connected state.

When the power supply voltage applied to the microcomputers 60 and 61 and the NOR circuit 62 drops, the NOR circuit 6
Since 2 stops operating and outputs a low level potential, the relay 65 is turned on and the electromagnetic clutch 7 is brought into a connected state. The buffer circuit 63 includes microcomputer units 60, 61, N.
A power supply voltage VOS different from the constant voltage power supply circuit that supplies the power supply voltage to the OR circuits 62 and 66 is applied. In this embodiment, the power supply voltage VOS is supplied from the battery even if the ignition switch is turned off, and the buffer circuit 6 is supplied.
The power supply voltage VOS is applied to 3, 67.

When the electromagnetic clutch relay 65 is energized, that is, when the electromagnetic clutch 7 is in the connected state, the charge lamp 69 is also turned on by the circuit having the same structure as described above, so that the driver can connect the electromagnetic clutch 7. If the charge lamp 69 is lit for a long time even when the engine is stopped, it can be recognized as an abnormality of the microcomputer unit 60. The state change of the circuit of FIG. 2 is shown in the timing chart of FIG. (Modification) A modification is shown in FIG.

In this embodiment, the charge lamp 69 and its drive circuit are omitted, and an LED whose current is limited by a resistor r is used in parallel with the coil of the electromagnetic clutch relay 65. Further, instead of the Zener diode Z, a flywheel diode D is used. Is connected in anti-parallel with the coil of the electromagnetic clutch relay 65, and the same effect as the above embodiment can be obtained.

In FIG. 4, a buffer transistor (inversion transistor) 63 may drive the driver transistor 64 and another transistor for driving the alarm lamp. (Modification) In the above embodiment, NO is used as the shutoff gate portion.
Although the R circuit 62 is used, various circuits that finally achieve the same function can be adopted. Further, the electromagnetic clutch 7 may be of a type in which it is brought into a connection state when the coil is de-energized, the electromagnetic clutch relay 65 may be of a normally closed contact type, and the driver transistor 64 may be a transistor of various types. You may arrange on the side. (Modification) In a preferred mode, the power supply voltage of both controllers and the power supply voltage of the cutoff gate unit are supplied from the same power supply unit. By doing so, it is possible to prevent only the power supply voltage of both controllers from decreasing and preventing the electromagnetic clutch from being disengaged by transmitting an abnormal signal to the electromagnetic clutch through the shutoff gate unit which is operating normally. (Modification)

[Brief description of drawings]

FIG. 1 is a block diagram showing a vehicle drive system equipped with an example of a vehicle electromagnetic clutch device for driving a generator and an in-vehicle device according to the present invention.

FIG. 2 is a circuit diagram showing a circuit portion of a vehicle electromagnetic clutch device for driving the generator and the in-vehicle device of FIG.

FIG. 3 is a timing chart showing a change in state of each part of the circuit of FIG.

FIG. 4 is a circuit diagram showing a modification.

[Explanation of symbols]

1 engine 2 Vehicle generator motor 3 inverter 4 battery 5 Rotation sensor (rotation speed detection means) 6 Controller (control means) 7 Electromagnetic clutch 8 belts 9 Air conditioner compressor (vehicle equipment) 10 Field current control switch (switching means) 60 Microcomputer (control controller) 61 Microcomputer (monitoring controller) 62 NOR circuit (blocking gate section) 65 Electromagnetic clutch relay (coil current interrupt switch)

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification code FI theme code (reference) F02D 29/06 F02D 29/06 Q 45/00 345Z 45/00 345 F02N 11/04 A F02N 11/04 11 / 08 X 11/08 F16D 27/16 C F term (reference) 3G084 BA28 BA34 CA01 CA07 DA33 EB22 EB23 FA03 FA33 FA36 3G092 AC03 EA14 FA30 FA38 FA43 FB03 FB05 FB06 FB07 GA01 GA10 GB10 HE01Z HF02Z HF03Z BA15A13 BA12A13 BA01A22 BA13A13 BA12A13 CA02 CA09 CA12 DA01 DA12 DA13 DB19 DB25 EA00 EC01 FA12 FB02 3J057 AA01 GA61 HH01 JJ10

Claims (4)

[Claims] 1. An electromagnetic clutch provided between an engine and a vehicular generator-motor and an auxiliary machine, a coil current interrupt switch for interrupting a current supplied to a coil of the electromagnetic clutch, and the coil current interrupt switch during the engine stop. A generator and an in-vehicle device including: a controller that issues a clutch disconnection command signal to the coil current interrupt switch to control the coil current interrupt switch to disengage the electromagnetic clutch prior to electrically driving an auxiliary machine. In a vehicle electromagnetic clutch device for driving, a monitoring controller that detects an operation abnormality of the control controller by communicating with the control controller and sends a control abnormality signal when the control controller is abnormal, and an output of the control controller The monitoring controller is installed between the terminal and the coil current interrupt switch. For controlling the generator and the vehicle-mounted device, the shut-off gate section for prohibiting the clutch disconnection command signal from being delivered to the coil current interrupt switch when the controller outputs the control abnormality signal. Vehicle electromagnetic clutch device. 2. The electromagnetic clutch device for driving the generator and the in-vehicle device according to claim 1, wherein the shut-off gate unit does not receive the clutch release command signal when the control abnormality signal is input. In this case, and when the power supply voltage of its own becomes a low voltage, disengagement of the electromagnetic clutch by the coil current interrupt switch is prohibited, and a vehicle electromagnetic clutch device for driving a generator and in-vehicle device. . 3. The electromagnetic clutch device for a vehicle for driving a generator and on-vehicle equipment according to claim 1, wherein the shut-off gate unit prohibits opening of the electromagnetic clutch by the coil current interrupt switch. An electromagnetic clutch device for a vehicle for driving a generator and an in-vehicle device, wherein an alarm lamp is turned on. 4. A vehicle electromagnetic clutch device for driving a generator and on-vehicle equipment according to claim 1 or 2, wherein the monitoring controller is periodically or while the ignition switch is on or while the ignition switch is on. Before the control controller outputs the electromagnetic clutch disengagement command while the switch is ON, the control controller executes the test program and determines whether the control controller is abnormal based on the result of the test program. A vehicle electromagnetic clutch device for driving a generator and in-vehicle equipment.