JP2004017770A - Engine system, its operation method and engine starter - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To achieve driving of an auxiliary machine during engine stop, engine start, battery charge and the like with a single motor and a simple configuration and control. <P>SOLUTION: This engine system 1 includes an engine 2, a motor 3, an auxiliary machine 4, a planetary mechanism 5 having three elements of a sun gear 6 to which any of an output shaft 2a of the engine 2, an output shaft 3a of the motor 3, and a drive shaft 4a of the auxiliary machine 4 is connected, a carrier 7 and a ring gear 8, a clutch 10 capable of integrating two or more elements of the planetary mechanism 5, and rotation direction restriction means 11 for restricting a rotation direction of the drive shaft 4a of the auxiliary machine 4 to one direction, and can drive control the motor 3 in a state where the clutch 10 is released. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an engine system, and more particularly, to an engine system of an automobile using an engine as one of driving sources, an operating method thereof, and an engine starting device.
[0002]
[Prior art]
Generally, an automobile engine is started by operating a motor using a battery as a drive source, and once combustion starts, the engine is used as a drive source for the vehicle and various accessories. Auxiliary equipment provided in an automobile includes, for example, a compressor for an air conditioner, a pump for power steering, an oil pump for an automatic transmission, a negative pressure pump for a brake, and the like.
Conventionally, in an automobile that uses only such an engine as a drive source of the accessory, it has not been possible to drive the accessory while the engine is stopped.
[0003]
However, in recent years, for the purpose of improving fuel efficiency and reducing CO2 based on the so-called energy saving viewpoint, the engine is stopped in a light load area or when the vehicle is stopped, and the motor is operated by using regenerative electric power or electric power generated during driving of the engine. Driving hybrid vehicles are attracting attention.
Also, an idle stop vehicle has been proposed in which the engine is automatically stopped while the vehicle is stopped to eliminate fuel injection for idling, thereby improving fuel efficiency and reducing CO2.
[0004]
In these hybrid vehicles and idle stop vehicles, the engine is stopped when the vehicle is stopped, for example, at a traffic light or in a traffic jam, so that the air conditioner is operated even during such engine stop to continue air conditioning in the room. There is a need. Also, in a hybrid vehicle, it is necessary to operate not only the air conditioner but also all the auxiliary machines necessary for traveling, even during traveling by the motor with the engine stopped.
[0005]
[Problems to be solved by the invention]
A method of operating the air conditioner while the engine is stopped in a hybrid vehicle is disclosed in, for example, Japanese Patent No. 3180506. According to this method, an auxiliary motor for operating the compressor is attached to the compressor of the air conditioner, and the compressor is operated by the auxiliary motor when the remaining amount of the battery is large. The engine is shifted from a stopped state to an operating state in conjunction with the operation of the shifter, and the compressor of the air conditioner is driven using the engine as a drive source.
However, attaching an auxiliary motor to the compressor for the purpose of only driving the compressor has the disadvantage of increasing the number of parts and increasing the product cost.
[0006]
The present invention has been made in view of the above-described circumstances, and achieves driving of an accessory, starting of an engine, and charging of a battery while an engine is stopped by a single motor and a simple structure and control. It is an object of the present invention to provide an engine system and an engine starting device capable of performing the following.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention proposes the following means.
The invention according to claim 1 includes an engine, a motor (the motor 3 according to the embodiment of the invention), and auxiliary equipment (such as the compressor 4 according to the embodiment of the invention), an output shaft of the engine, and an output of the motor. A planetary mechanism having three elements of a sun gear, a carrier, and a ring gear, each of which is connected to one of a shaft and a drive shaft of an auxiliary machine; and coupling means capable of integrating two or more elements of the planetary mechanism. A clutch 10) in the embodiment, and a rotation direction regulating means (one-way clutch 11 in the embodiment of the invention) for regulating the rotation direction of the drive shaft of the auxiliary machine in one direction, and the unifying coupling means. An engine system characterized in that it is possible to control the driving of the motor while the motor is open.
[0008]
According to the present invention, when the engine is started from the engine stopped state, the coupled state of the two or more elements of the planetary mechanism by the coupling means is released, and the planetary mechanism is set in a differential state in which each element can rotate freely, The motor is operated such that the rotation direction of the drive shaft of the machine is in the direction regulated by the rotation direction regulating means. Thus, the element connected to the output shaft of the engine is rotated with the rotation of the element connected to the output shaft of the motor. By setting the gear ratio between the element connected to the output shaft of the motor and the element connected to the output shaft of the engine to a predetermined value, the torque of the motor was amplified according to the gear ratio. The state is transmitted to the engine, and the engine is started.
[0009]
In order to drive the auxiliary equipment in the engine stopped state, the connected state of the elements of the planetary mechanism by the connecting means is set to the released state, and the rotation direction of the drive shaft of the auxiliary equipment is set to the direction in which the rotation is permitted by the rotation direction regulating means. Start the motor. Thereby, the torque of the motor is transmitted to the element connected to the output shaft of the engine and the element connected to the drive shaft of the accessory, but the friction torque of the engine is compared with the drive torque of the accessory. If it is larger, the drive shaft of the accessory is rotated while the output shaft of the engine is kept stopped, and the accessory is driven.
[0010]
When the accessory is driven during operation of the engine, two or more elements of the planetary mechanism are integrated by the coupling means, and the drive shaft of the accessory is rotated in a direction in which rotation is permitted by the rotation direction regulating means. Let it. By integrating any two elements into an integrated state, all three elements are integrated, so that the output shaft of the engine and the drive shaft of the auxiliary machine are directly connected, and the torque of the engine is directly applied to the auxiliary machine. It is transmitted to the drive shaft. The output shaft of the motor is also rotated with the rotation of the engine by integrating the three elements of the planetary mechanism. Therefore, it is possible to use the motor as an electric motor to supplement the output of the engine or to use the motor as a generator to charge the battery.
[0011]
In addition, by controlling the driving of the motor while the coupling means that can be integrated is opened, it is possible to control the auxiliary equipment and the motor to a desired state without being limited by the engine speed. Thus, it is possible to perform appropriate control according to the driving state of the vehicle.
[0012]
According to a second aspect of the present invention, in the engine system according to the first aspect, the drive control of the motor is configured such that, when the auxiliary device is driven with priority, the rotational speed of the motor is controlled with respect to the rotational speed of the engine. It proposes an engine system characterized by performing by reducing.
According to the present invention, by reducing the rotation speed of the motor with respect to the rotation speed of the engine, the rotation speed of the accessory can be increased without being limited to the rotation speed of the engine. Driven.
[0013]
According to a third aspect of the present invention, in the engine system according to the first or second aspect, the drive control of the motor sets the operating point of the motor to an operating point having a high power generation efficiency when priority is given to power generation of the motor. An engine system characterized by performing the control is proposed.
According to the present invention, it is possible to control the operating point of the motor to an operating point having high power generation efficiency without being limited by the rotation speed of the engine, and it is possible to increase the power generation efficiency.
[0014]
The invention according to claim 4 is an operation of an engine system including a planetary mechanism in which one of an output shaft of an engine, an output shaft of a motor, and a drive shaft of an auxiliary machine is connected to each of three elements including a sun gear, a carrier, and a ring gear. A method comprising: starting an engine by a motor by holding an output shaft of the auxiliary machine in a stationary state and rotating an output shaft of the motor in one direction; holding the output shaft of the engine in a stationary state; The accessory is driven by a motor by rotating the output shaft in the opposite direction, the accessory is driven by an engine by integrating two or more elements of the planetary mechanism, There has been proposed a method of operating an engine system characterized in that drive control of a motor can be performed in an open state.
[0015]
According to the present invention, the drive of the accessory and the start of the engine in the engine stopped state can be achieved by switching the rotation direction of the motor, integrating the elements of the planetary mechanism, and regulating the rotation of the drive shaft of the accessory or the output shaft of the engine. It can be performed by a single motor, and it is possible to drive the auxiliary machine by the engine. Further, since the drive control of the motor can be performed without being limited by the number of revolutions of the engine, it is possible to perform appropriate control according to the driving state of the vehicle.
[0016]
The invention according to claim 5 has a planetary mechanism including three elements including a sun gear, a carrier, and a ring gear, and connecting an output shaft of an engine and a drive shaft of an auxiliary machine to any two of the three elements, A motor connected to the remaining one element of the planetary mechanism, coupling means capable of integrating two or more elements of the planetary mechanism, and one direction of rotation of the element to which the drive shaft of the accessory is connected The present invention proposes an engine starter characterized in that the starter is provided with a rotation restricting means capable of restricting the rotation of the motor, and the drive of the motor can be controlled in a state where the coupling means capable of being integrated is opened.
[0017]
According to this invention, the torque of the motor can be transmitted to the output shaft of the engine or the drive shaft of the auxiliary machine by releasing the connection between the two elements of the planetary mechanism by the connecting means. At this time, the rotation of the element connected to the drive shaft of the accessory is restricted by the operation of the rotation restricting means, so that the torque of the motor can be transmitted only to the output shaft of the engine and the engine can be started. Further, since the drive control of the motor can be performed without being limited by the number of revolutions of the engine, it is possible to perform appropriate control according to the driving state of the vehicle.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, an engine system 1 according to an embodiment of the present invention will be described with reference to the drawings.
As shown in FIG. 1, an engine system 1 according to the present embodiment includes an engine 2, a motor 3, an accessory, for example, a compressor 4 of an air conditioner, and the engine 2, the motor 3, and the compressor 4. And a planetary mechanism 5 for connection.
[0019]
The planetary mechanism 5 includes a sun gear 6, a carrier 7, and a ring gear 8. As shown in FIG. 2, between the sun gear 6 and the ring gear 8, three pinion gears 9 meshing with both are arranged. These three pinion gears 9 are connected by the carrier 7.
The radius ratio of the sun gear 6, the pinion gear 9, and the ring gear 8 is set to be about 1: 1: 3. That is, the sun gear 6 and the pinion gear 9 are selected to have substantially the same diameter.
[0020]
Between the carrier 7 and the ring gear 8, a clutch 10 (coupling means) capable of selectively integrating and releasing the two is mounted. If the carrier 7 and the ring gear 8 are integrated by connecting the clutch 10, the carrier 7 and the ring gear 8 can be integrally rotated without relatively moving. When the clutch 10 is disengaged to release the carrier 7 and the ring gear 8, the planetary mechanism 5 is brought into a differential state, and the carrier 7 and the ring gear 8 can be relatively rotated.
[0021]
The motor 3 has a hollow output shaft 3 a, for example, as shown in FIG. 1, and the output shaft 3 a is connected to the sun gear 6.
An output shaft 2a of the engine 2 is connected to the carrier 7 through a hollow output shaft 3a of the motor 3.
The drive shaft 4 a of the compressor 4 is connected to the ring gear 8.
[0022]
The direction of rotation of an accessory such as the compressor 4 is determined, and it is necessary to prevent reverse rotation. Therefore, a one-way clutch 11 (rotational direction restricting means) that allows only rotation in the forward direction and restricts rotation in the reverse direction is attached to the ring gear 8 connected to the drive shaft 4a of the compressor 4.
[0023]
Further, in the engine system 1 configured as described above, the planetary mechanism 5 in which the output shaft 2a of the engine 2 is connected to the carrier 7, the drive shaft 4a of the compressor 4 is connected to the ring gear 8, and the motor 3 connected to the sun gear 6 An engine starting device 12 is constituted by a clutch (integrated clutch) 10 that can integrate the carrier 7 and the ring gear 8 and a one-way clutch 11 that can regulate the rotation direction of the ring gear 8 in one direction.
[0024]
Further, a one-way clutch 13 is provided on the output shaft 2a of the engine 2. With such a configuration, when the compressor 3 is driven by the motor 3, the rotation of the carrier 7 connected to the output shaft 2 a of the engine 2 can be fixed without depending on the magnitude of the friction of the engine 2. . Therefore, the compressor 4 can be reliably driven regardless of the magnitude of the friction of the engine 2.
[0025]
The drive shaft 4a is provided with a compressor clutch 15 which can fasten or release the compressor 4 and the ring gear 8 of the planetary mechanism 5. The compressor clutch 15 can be disengaged as required, and the compressor 4 Or the motor 3.
The engine 2, the integral clutch 10 and the compressor clutch 15 are electrically connected to an ECU (control device) 16, and the clutch 16 and the clutch 15 are opened and closed by a control signal of the ECU 16.
[0026]
That is, a fuel injection signal (arrow A) and a rotation speed signal (arrow C) are transmitted from the engine 2 to the ECU 16, and based on these signals, the ECU 16 determines whether the engine 2 is in an operating state in which the engine 2 is generating torque by itself. I do. When the ECU 16 determines that the engine 2 is in the operating state in which the engine 2 is generating torque, the ECU 16 generates a signal (arrow B) for bringing the integrated clutch 10 into the engaged state. When it is determined that the engine 2 is not generating its own torque, a signal (arrow B) for disengaging the integrated clutch 10 is generated. The ECU 16 also generates a signal (arrow D) for setting the engaged or disengaged state to the compressor clutch 15.
[0027]
The operation of the thus configured engine system 1 and engine starting device 12 according to the present embodiment will be described below.
<At engine start>
When the engine 2 is started by the motor 3, the clutch 10 is released to allow the carrier 7 and the ring gear 8 to rotate relative to each other. As a result, the planetary mechanism 5 enters a differential state, so that the torque of the motor 3 is transmitted from the sun gear 6 to the output shaft 2a of the engine 2 via the pinion gear 9 and the carrier 7, and from the pinion gear 9 via the ring gear 8. As a result, the power is transmitted to the drive shaft 4 a of the compressor 4.
[0028]
That is, a torque that suppresses the rotation of the carrier 7 acts on the carrier 7 due to the friction existing in the engine 2 connected to the carrier 7. Therefore, the torque of the motor 3 transmitted from the sun gear 6 to the pinion gear 9 is applied to the pinion gear 9. It acts to rotate the meshing ring gear 8.
[0029]
In this case, when the motor 3 is rotated in the forward direction, torque acts so that the carrier 7 rotates in the forward direction and the ring gear 8 rotates in the reverse direction. Since the ring gear 8 is provided with the one-way clutch 11 for preventing the ring gear 8 from rotating in the reverse direction, the rotation of the ring gear 8 in the reverse rotation direction is restricted, and the ring gear 8 is locked in a stationary state. Therefore, the torque of the motor 3 is used only for rotating the carrier 7 in the normal rotation direction.
[0030]
FIG. 3 is a velocity diagram of the planetary mechanism 5 at this time. According to this, the ring gear 8 is stopped, and the rotation speed of the engine 2 is reduced to approximately ４ of the rotation speed of the motor 3. That is, the torque acting on the output shaft 2 a of the engine 2 is approximately four times the torque generated by the motor 3. Therefore, the motor 3 only needs to generate a torque that is approximately ４ of the torque required for starting the engine 2, and the size and weight of the motor 3 can be reduced. Conversely, if the motor 3 that generates a larger torque is adopted, it is possible to apply a sufficiently large starting torque to the output shaft 2a of the engine 2, and the engine can be started quickly. Become.
[0031]
<When the engine is stopped and auxiliary equipment is driven>
When the compressor 4 is driven by the motor 3 while the engine 2 is stopped, the clutch 10 is released and the planetary mechanism 5 is brought into the differential state as described above. Then, contrary to the above, the motor 3 is rotated in the reverse rotation direction. As a result, torque acts on the carrier 7 so as to rotate in the reverse direction and on the ring gear 8 so as to rotate in the normal direction.
[0032]
When the friction of the engine 2 is sufficiently large, the carrier 7 connected to the output shaft 2a of the engine 2 is kept stationary. On the other hand, the one-way clutch 11 provided on the ring gear 8 does not restrict the rotation of the ring gear 8 in the normal rotation direction, so that only the ring gear 8 is rotated in the normal rotation direction.
[0033]
FIG. 4 is a velocity diagram of the planetary mechanism 5 at this time. According to this, the output shaft 2 a of the engine 2 is stopped, and the rotation speed of the drive shaft 4 a of the compressor 4 is reduced to approximately １ ／ of the rotation speed of the motor 3. That is, the torque acting on the drive shaft 4 a of the compressor 4 is approximately three times the torque generated by the motor 3. Therefore, the motor 3 only needs to generate a torque approximately one-third of the torque required for driving the compressor 4, and the size and weight of the motor 3 can be reduced.
[0034]
<When auxiliary equipment is driven by the engine>
In order to drive the compressor 4 while the engine 2 is operating, the clutch 10 is operated to connect the carrier 7 and the ring gear 8 integrally with each other. As a result, the relative rotation between the carrier 7 and the ring gear 8 is regulated, so that the pinion gear 9 attached to the carrier 7 is also held in a state where the pinion gear 9 is engaged with the fixed position of the ring gear 8. In addition, since the pinion gear 9 does not roll on the ring gear 8, the engagement between the pinion gear 9 and the sun gear 6 is maintained at a fixed position, and the relative rotation is restricted.
[0035]
That is, since the sun gear 6, the carrier 7, and the ring gear 8 are all integrally fixed, the output shaft 2a of the engine 2, the output shaft 3a of the motor 3, and the drive shaft 4a of the compressor 4 are directly connected. Therefore, the generated torque of the engine 2 becomes the driving torque of the compressor 4 as it is. FIG. 5 is a velocity diagram of the planetary mechanism 5 at this time. It is shown that the engine 2, the motor 3, and the compressor 4 all rotate at the same speed.
[0036]
Here, when the output shaft 2a of the engine 2 is rotated forward, the drive shaft 4a of the compressor 4 and the output shaft 3a of the motor 3 are simultaneously rotated forward. Since the rotation of the drive shaft 4 a of the compressor 4 in the normal rotation direction is not restricted by the one-way clutch 11, the compressor 4 is driven by the engine 2.
In addition, by operating the motor 3 as a generator, it is possible to generate electric power using the torque transmitted to the output shaft 3a of the motor 3 as an input, and charge a battery (not shown) with the obtained electric power. .
Further, by operating the motor 3 as an electric motor, it becomes possible to drive the compressor 4 and the like using the engine 2 and the motor 3 together.
FIG. 6 shows an example of a control flow of the engine system 1 according to the present embodiment while the vehicle is running.
[0037]
First, in step 1, it is determined whether the clutch 10 is operating. Since the clutch 10 operates when the output shaft 2a of the engine 2 is directly connected to the drive shaft 4a of the compressor 4 of the air conditioner, the vehicle is running or idling using the engine 2 as a drive source. In step 2, it is determined whether the fuel injection signal has been turned off.
[0038]
When the fuel injection signal is turned off, the engine 2 is not operating. When the engine 2 is in the non-operation state, the operation of the clutch 10 is stopped in step 3, and the coupling state between the carrier 7 and the ring gear 8 is released. Thereafter, the engine 3 can be started by the motor 3 or the compressor 4 can be driven.
If the fuel injection signal is output in step 2, the running or idling state by the engine 2 is continued.
[0039]
Next, if it is determined in step 1 that the clutch 10 is not operating, it means that the engine 2 has been started or the auxiliary equipment such as the compressor 4 has been driven by the motor 3. , It is determined whether or not the rotation speed of the engine 2 is equal to or higher than a specified rotation speed. When the rotation speed is equal to or lower than the specified rotation speed, the engine 2 is in a stopped state or a state where the engine 2 cannot be used as a driving source, and the motor 3 starts the operation of the engine 2 or drives the auxiliary equipment such as the compressor 4. Is continued.
[0040]
If it is determined in step 4 that the engine 2 is at or above the specified rotational speed, it is determined in step 5 whether or not the fuel injection signal has been turned on. Is continued, and in the case of the ON state, the engine 2 enters the operating state. When the engine 2 is in the operating state, in order to drive the compressor 4 by the engine 2, in step 6, the clutch 10 is operated, and the engine 2, the compressor 4 and the motor 3 are directly connected, and the engine 2 is directly connected. 2 is performed.
[0041]
According to the engine system 1 according to the present embodiment configured as described above, the compressor while the engine 2 is started and the engine 2 is stopped is controlled only by controlling the rotation direction of one clutch 10 and the single motor 3. The operation modes such as the driving of the compressor 4 and the driving of the compressor 4 by the engine 2 can be switched.
Therefore, the apparatus configuration can be simplified, and complicated control can be eliminated.
[0042]
In addition, since the start of the engine 2 and the driving of the compressor 4 can be performed by the single motor 3, the number of parts can be reduced and the cost can be reduced. Further, by setting the planetary mechanism 5 to the differential state, the torque from the motor 3 can be amplified and transmitted to the engine 2 and the compressor 4. Therefore, the size and weight of the motor 3 can be reduced, and the cost can be further reduced.
[0043]
Further, even when the engine 2 is stopped, the compressor 3 and other accessories can be driven by the motor 3, so that the air conditioner can be operated even when the running engine is stopped in a hybrid vehicle or an idle stop vehicle. Can be operated to maintain the comfort of the interior of the vehicle.
[0044]
In addition, by operating the motor 3 as a generator at the same time while the engine 2 is running, power can be regenerated and the battery can be charged.
Furthermore, by simultaneously operating the motor 3 as an electric motor while the engine 2 is running, the torque generated by the engine 2 can be supplemented, and the fuel efficiency can be improved.
[0045]
FIG. 13 is an explanatory diagram of the state of the clutch and the one-way clutch for each of the above-described operating states in the vehicle equipped with the engine system of FIG. As described above, when the engine is stopped and the compressor is stopped (OFF), the integrated clutch 10 (C1) is released (OFF) and the motor 3 is stopped. At this time, the state of one-way clutch 11 (W1), one-way clutch 13 (W2), and compressor clutch 15 (C2) does not matter.
[0046]
When the engine is stopped and the compressor is operating (ON), C1 is open (OFF), W1 is free, W2 is locked, and C2 is fastened (ON). Then, the motor 3 rotates in the reverse direction to perform electric power, and the compressor 3 is operated by the motor 3.
When the engine is in the starting state, C1 is released (OFF), W1 is locked, and W2 is free. Then, the motor 3 rotates forward to perform electric power. At this time, the state of C2 does not matter.
[0047]
When the engine is operating and the compressor is ON, C1 and C2 are turned on, and W1 and W2 are set to free. Then, the motor 3 rotates forward to perform electric or power generation.
When the engine is operating and the compressor is OFF, C1 is ON, C2 is OFF, and W1 and W2 are free. Then, the motor 3 rotates forward to perform electric or power generation.
[0048]
In addition, in the present embodiment, even when the engine 2 is operating, the drive control of the motor 3 is performed with the integrated clutch 10 released. Hereinafter, this will be described.
FIG. 7 is a flowchart showing a motor control flow during traveling of a vehicle equipped with the engine system of FIG.
First, in step 10, it is determined whether the engine 2 is operating. If it is determined that the engine 2 is stopped, the integrated clutch 10 is released in step 11, and the compressor control (see FIG. 4) and the engine start control (see FIG. 3) when the engine is stopped are performed as described above. Do.
[0049]
If it is determined that the engine 2 is operating, control is performed in step 13 to determine whether the integrated clutch 10 should be released. This control will be described later. If it is determined in step 14 that the integrated clutch 10 is not to be disengaged by looking at the determination result in step 13, control is performed in step 15 to connect the integrated clutch 10 and generate electric power using the motor 3 as a generator. (See FIG. 5). If it is determined that the integrated clutch 10 is to be released, the integrated clutch 10 is released in step 17, and then, in step 18, the motor 3 is controlled so as to be optimal according to the vehicle state.
[0050]
FIG. 8 is a sub-flow chart showing the control judgment of the integrated clutch 10 in the flowchart of FIG. First, in step 20, the operation mode of the vehicle device is determined. This determination will be described later. In step 21, which operation mode is determined, the process proceeds to any of steps 22 to 24. If it is determined in step 22 that the normal operation mode has been set, it is determined in step 23 that the integrated clutch 10 is to be engaged, and the process returns to the flow of FIG. 7 described above. If the power generation priority mode is set in step 24 or if the compressor priority mode is set in step 26, it is determined in step 25 that the integrated clutch 10 is released, and the process returns to the flow of FIG.
[0051]
FIG. 9 is a sub-flow chart showing the determination of the operation mode of the vehicle equipment in the flowchart of FIG. First, in step 30, it is determined whether or not the vehicle is in a rapid cooling state (cool down) that occurs after the vehicle is left at a high temperature. If it is determined that the air conditioner is in the rapid cooling state, the flow returns to the flow of FIG.
If it is determined that the vehicle is not in the rapid cooling state, the required power generation is determined in step 32. This required power generation is determined by monitoring the operation state of the electric load and the discharge state of the battery.
[0052]
Next, in step 33, the load on the compressor 4 is estimated. This load can be estimated by detecting information such as a vehicle interior temperature, an outside air temperature, an evaporator temperature, an air conditioner blower operating state, a condenser fan operating state, or a condenser pressure as necessary. In this case, the estimated compressor load is converted into the shaft driving torque of the compressor 4.
Then, in step 34, the power generation efficiency is compared and determined. Here, it is determined whether or not power generation can be performed with higher efficiency for motor control for generating power by coupling the integrated clutch 10. This will be described later in detail with reference to FIG. If high-efficiency power generation is possible, the power generation priority mode is set in step 36. If power generation is not possible, the normal operation mode is set in step 37, and the process returns to the flow of FIG.
[0053]
The compressor priority mode will be described with reference to FIG. FIG. 10 is a velocity diagram of the planetary mechanism in the compressor priority mode. At this time, when the integral clutch 10 is released and the rotational speed Nm of the motor 3 is reduced below the rotational speed Ne of the engine 2, the compressor rotational speed Nc becomes greater than the engine rotational speed Ne. Thereby, the compression flow rate of the refrigerant can be increased as compared with the case where the integrated clutch 10 is in the coupled state.
[0054]
That is, the physique (discharge flow per rotation) of the normal compressor 4 is determined by the compression flow rate of the refrigerant in the cool-down state, but the engine speed Ne in the cool-down state is uniquely determined by the vehicle, and the physique of the compressor 10 Are also relatively large. In a normal state other than the cool-down state, the compression flow rate is not so necessary, and particularly when the engine speed is high, if the size of the compressor is large, energy loss is large.
Further, when the rotational speed of the engine 2 is high and the compressor 4 needs to be driven, this is realized by bringing the integrated clutch 10 into an engaged state. It is conceivable that the flow rate becomes excessive and the work for the compressor 4 is consumed more than necessary.
[0055]
In the present embodiment, since it is possible to switch to the compressor priority mode described above, it is possible to set the compressor size relatively small, to minimize the above-described loss, and to reduce fuel consumption. Can be improved.
In the above-described embodiment, the motor 3 is controlled so as to be positive in order to operate the motor 3 as a generator. Can be further increased.
[0056]
The comparison of the power generation efficiency will be described with reference to FIG. FIG. 12 is a graph showing the relationship between the rotational speed N of the motor (in this case, functioning as a generator) 2 and the generated torque T. As shown in the figure, the required power P can be expressed by the product of the rotation speed N of the motor 3 and the torque T, and the two are in inverse proportion. In the normal vehicle running mode, the rotation speed of the motor matches the engine rotation speed Ne, and the generator torque Ta can be calculated from the required power P and the engine rotation speed Ne. Further, the efficiency of the motor 3 during the power generation operation can be obtained from the characteristic as shown in FIG. If you know, power generation efficiency is required. For example, in the normal power generation mode, the power generation efficiency at the point Q where the required generated power P is obtained is 50%.
[0057]
If the integrated clutch 10 is released from the normal power generation mode, the rotation speed N of the motor 3 can be made different from the rotation speed Ne of the engine 2.
In this case, in order to cause the motor 3 to perform the power generation operation, the load torque of the compressor 4 becomes a reaction force of the power generation torque. As described above, since the rotation speed of the drive shaft 4 a of the compressor 4 is reduced to approximately ３ of the rotation speed N of the motor 3, the generated torque T of the motor 3 acts on the drive shaft 4 a of the compressor 4. Tm, which is approximately ３ of the torque to be applied. Therefore, the motor speed Nm is determined from the generated torque Tm and the required generated power P, and the power generation efficiency at the point R in this case is 60%.
[0058]
Therefore, in this case, if the transmission efficiency ηg during the operation of the planetary gear is 0.84 or more, power generation (60 × ηg%) with higher efficiency can be performed for the generator control (50%). Then, control is performed to set the power generation priority mode. Conversely, when the normal power generation mode has higher efficiency, control is performed so as to be the normal power generation mode.
By determining the operating point of the motor while constantly calculating the power generation efficiency, high power generation efficiency can be obtained.
In making this determination, a power generation efficiency map of the motor 3 as shown in FIG. 12 may be implemented to search for the efficiency each time, or the operation mode itself may be mapped in advance.
[0059]
The power generation priority mode will be described with reference to FIG. FIG. 11 is a velocity diagram of the planetary mechanism in the power generation priority mode. At this time, the integral clutch 10 is released, and the rotation speed of the motor 3 is controlled so that the rotation speed of the motor 3 in the power generation priority mode becomes Nm. As a result, the generated torque naturally converges to Tm, and required power generation can be obtained. Therefore, power generation can be performed with higher efficiency as compared with the case where power is generated by the normal generator control in the normal operation mode, the loss associated with power generation can be minimized, and fuel efficiency can be improved. .
[0060]
Further, in the above embodiment, the case where the engine 2, the motor 3 and the compressor 4 are coaxially arranged is shown, but the output shaft 2a of the engine 2 is connected to a pair of pulleys (not shown) and these pulleys. It may be connected to the carrier 7 of the planetary mechanism 5 via a belt (not shown) that is wrapped around. According to this, the length dimension in the direction along the output shaft 2a of the engine 2 can be reduced. Therefore, it can be installed in an engine room with limited space.
The same effect can be obtained by connecting the output shaft 2a of the engine 2 to the carrier 7 via a pair of gears instead of the pulley / belt.
[0061]
Further, in the above embodiment, the compressor clutch 15 is provided on the drive shaft 4a of the compressor 4 and the output shaft 2a of the engine 2, and the connection or disconnection of the clutch 15 selects the drive or non-drive of the compressor 4. However, the clutch 15 is not essential.
[0062]
In the above-described embodiment, the compressor 4 of the air conditioner has been described as an example of the auxiliary equipment. However, instead of or together with this, other auxiliary equipment, for example, a power steering pump, An oil pump for an automatic transmission or a negative pressure pump for a brake may be driven.
[0063]
In the above embodiment, the output shaft 3a of the motor 3 is connected to the sun gear 6 of the planetary mechanism 5, the output shaft 2a of the engine 2 is connected to the carrier 7, and the drive shaft 4a of the compressor 4 is connected to the ring gear 8. Alternatively, the drive shaft 4a of the compressor 4 may be connected to the sun gear 6 of the planetary mechanism 5, and the output shaft 3a of the motor 3 may be connected to the ring gear 8.
The present invention is not limited to the above-described structure, and the output shaft 2a of the engine 2, the output shaft 3a of the motor 3, or the compressor 4 is mounted on any one of the sun gear 6, the carrier 7 and the ring gear 8 of the planetary mechanism 5. Other combinations that connect any one of the drive shafts 4a one-to-one are also possible.
[0064]
In the above embodiment, the carrier 7 connected to the output shaft 2a of the engine 2 and the ring gear 8 connected to the drive shaft 4a of the compressor 4 enable the engine 2 to drive the compressor 4. However, instead of integrating the sun gear 6 and the carrier 7 or the sun gear 6 and the ring gear 8, the sun gear 6 and the carrier may be integrated. Since the three elements 7 and 8 are integrated, the same effect can be obtained. Further, the sun gear 6, the carrier 7, and the ring gear 8 may be integrated simultaneously.
[0065]
In the above-described embodiment, a single planetary mechanism in which a single row of pinion gears 9 is held in the carrier 7 is employed as the planetary mechanism 5, but instead, two or more rows of pinion gears are Any other planetary mechanism (not shown) may be employed.
[0066]
Further, in the above embodiment, the one-way clutches 11 and 13 which have a simple structure and do not require control are employed as the rotation direction regulating means for preventing the reverse rotation of the drive shaft 4a of the compressor 4 and the output shaft 2a of the engine 2. The invention is not limited to this, and a clutch or a brake that can be switched by a control signal may be adopted.
[0067]
【The invention's effect】
As is clear from the above description, the present invention has the following effects.
(1) The three elements of the planetary mechanism can be used to start the engine with a single motor and to drive the accessories while the engine is stopped. Further, it is also possible to perform driving of the auxiliary machine by the engine, power generation by using the motor as a generator, assisting of the engine by the motor, and the like.
Therefore, it is possible to provide a simple device capable of achieving the above-described various operation modes with a minimum number of motors, and to reduce the cost.
In addition, it is possible to control the auxiliary machines and the motor to a desired state without being limited by the number of revolutions of the engine, and it is possible to perform appropriate control according to the driving state of the vehicle. To play.
(2) The rotation speed of the accessory can be increased without being limited by the rotation speed of the engine, and the accessory can be driven with priority. This eliminates the need to design the physique of the accessory based on the number of revolutions of the engine, thereby making it possible to reduce the size and weight of the accessory and thereby improve fuel efficiency. To play.
(3) It is possible to control the rotation speed of the motor to a rotation speed with high power generation efficiency without being limited by the rotation speed of the engine, and it is possible to increase the power generation efficiency.
[Brief description of the drawings]
FIG. 1 is a schematic diagram showing a configuration of an engine system according to an embodiment of the present invention.
FIG. 2 is a schematic diagram showing a positional relationship between three elements of a planetary mechanism provided in the engine system of FIG.
FIG. 3 is a speed diagram showing speeds of three elements of a planetary mechanism when the engine of the engine system in FIG. 1 is started.
FIG. 4 is a speed diagram showing speeds of three elements of the planetary mechanism when the engine of FIG. 1 is stopped and an auxiliary machine is driven.
FIG. 5 is a speed diagram showing speeds of three elements of the planetary mechanism when the engine of the engine system in FIG. 1 drives an auxiliary machine.
FIG. 6 is a flowchart showing a control flow of the engine system while the vehicle equipped with the engine system of FIG. 1 is running.
FIG. 7 is a flowchart showing a motor control flow during traveling of a vehicle equipped with the engine system of FIG. 1;
FIG. 8 is a sub-flow chart showing control judgment of an integrated clutch in the flowchart of FIG. 7;
9 is a sub-flow chart showing a determination of an operation mode of a vehicle device in the flowchart of FIG.
FIG. 10 is a speed diagram showing speeds of three elements of the planetary mechanism in the compressor priority mode of the engine system of FIG. 1;
11 is a speed diagram showing speeds of three elements of the planetary mechanism in the power generation priority mode of the engine system of FIG. 1;
FIG. 12 is a graph showing the relationship between the number of rotations of the motor and the generated torque.
FIG. 13 is an explanatory diagram of a state of a clutch and a one-way clutch for each driving state in a vehicle equipped with the engine system of FIG. 1;
[Explanation of symbols]
1 Engine system
2 Engine
2a Engine output shaft
3 Motor
3a Output shaft of motor
4 Compressor (auxiliary equipment)
4a Drive shaft
5 Planetary mechanism
6 Sun gear (element)
7. Career (element)
8 Ring gear (element)
9 Pinion gear
10 (Integrated) clutch (coupling means)
11, 13 One-way clutch (rotation direction regulating means)
15 (compressor) clutch (coupling means)

Claims (5)

With an engine, a motor, and accessories,
A planetary mechanism having three elements consisting of a sun gear, a carrier, and a ring gear, each of which is connected to an output shaft of an engine, an output shaft of a motor, or a drive shaft of an auxiliary machine;
Coupling means capable of integrating two or more elements of the planetary mechanism;
A rotation direction regulating means for regulating the rotation direction of the drive shaft of the auxiliary machine in one direction,
An engine system, wherein drive control of a motor is enabled in a state in which the integrating means is opened. The engine system according to claim 1, wherein the drive control of the motor is performed by reducing the rotation speed of the motor with respect to the rotation speed of the engine when the accessory is driven with priority. 3. The engine according to claim 1, wherein the drive control of the motor is performed by controlling an operating point of the motor to an operating point having high power generation efficiency when giving priority to power generation by the motor. 4. system. An operation method of an engine system including a planetary mechanism in which one of an output shaft of an engine, an output shaft of a motor, and a drive shaft of an auxiliary machine is connected to each of three elements including a sun gear, a carrier, and a ring gear,
By holding the output shaft of the auxiliary machine in a stationary state and rotating the output shaft of the motor in one direction, the engine is started by the motor,
By holding the output shaft of the engine stationary and rotating the output shaft of the motor in the opposite direction, the auxiliary machine is driven by the motor,
By integrating two or more elements of the planetary mechanism, an auxiliary machine is driven by the engine,
An operation method of an engine system, wherein a drive control of a motor is enabled in a state where the integrating means is opened. A planetary mechanism having three elements consisting of a sun gear, a carrier, and a ring gear, and connecting an output shaft of an engine and a drive shaft of an auxiliary machine to any two of the three elements;
A motor connected to the remaining one element of the planetary mechanism,
Coupling means capable of integrating two or more elements of the planetary mechanism;
A rotation restricting unit that can restrict the rotation direction of the element to which the drive shaft of the auxiliary device is connected in one direction,
An engine starting device, wherein a drive control of a motor is enabled in a state where the integrating means is opened.

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