JP2004104943A - Engine provided with generator/motor, and its controller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress the increase of friction caused by the downsizing of an engine provided with a motor ACG and the excessive quantity of power generation. <P>SOLUTION: A magnet 18 is provided around a pulley 11 on the drive side of a V belt system non-stage transmission, and the pulley is made to serve as a rotor 39 of the motor ACG 33. A stator 19 is arranged around the rotor 39. Accompanying the increase of the revolution of the engine, the position of the rotor 39 relative to a stator 19, that is, the position of a mobile pulley piece 112 of a pulley, changes and the area of a confrontation part between the stator 19 and the rotor 39 decreases, and the increase rate of the quantity of power generation decreases. <P>COPYRIGHT: (C)2004,JPO

Description

[0001]
TECHNICAL FIELD OF THE INVENTION
The present invention relates to an engine with a motor / generator and a control device therefor, and more particularly to an engine with a motor / generator and a control device therefor that can reduce power generation friction during high engine rotation.
[0002]
[Prior art]
To start the engine, a starter motor coupled to the engine crankshaft is used. This starter motor maintains its connection with the engine so that it can be used as a generator even after the engine has started self-sustaining operation. Such a motor that is also used as a generator is used not only as a starter motor for an engine but also as a drive source for a so-called hybrid vehicle that uses both an engine and a motor.
[0003]
JP-A-8-251708 discloses a hybrid vehicle in which a motor rotor is connected to an input shaft of a continuously variable transmission, and the motor rotor is connected to an engine via a clutch. In this hybrid vehicle, a clutch is provided to enable driving only by a motor.
[0004]
[Problems to be solved by the invention]
In an engine equipped with a motor / generator, the amount of power generation becomes excessive when the engine rotates at a high speed, and the power generation friction increases. As a result, the operating efficiency of the engine is reduced.
[0005]
In addition, the rotor of the motor / generator is connected to the continuously variable transmission or to the crankshaft of the engine together with the continuously variable transmission. That is, since the motor / generator and the continuously variable transmission are arranged in a line on the extension of the crankshaft of the engine, the length thereof increases in the crankshaft direction, and the width of the drive unit including the engine increases.
[0006]
In view of the above demand, an object of the present invention is to provide an engine with a motor / generator capable of reducing power generation friction at the time of high engine rotation and reducing the width of a drive unit including the engine, and a control device therefor. is there.
[0007]
[Means for Solving the Problems]
In order to achieve the above object, the present invention relates to an engine with a motor / generator having a V-belt type continuously variable transmission including a drive-side pulley coupled to a crankshaft, wherein the drive-side pulley is A fixed pulley piece integrally coupled to the shaft, and a movable pulley piece coupled to the crankshaft so as to be displaceable in the axial direction, wherein the movable pulley piece is moved by centrifugal force caused by rotation of the crankshaft. A biasing means for displacing the pulley piece toward the fixed pulley piece, a magnet provided on the outer peripheral surface of the movable pulley piece, and a stator comprising magnetic poles and stator windings arranged opposite to the magnet are provided. The point has a first characteristic.
[0008]
According to the first feature, by providing a magnet around the pulley of the continuously variable transmission, the rotor of the motor / generator is formed. Therefore, it is not necessary to provide the rotor of the motor / generator separately from the continuously variable transmission, and the number of parts is reduced, and the stator is arranged on the outer periphery of the pulley, so that the axial dimension of the crankshaft is reduced. You.
[0009]
Further, the movable pulley piece is displaced with an increase in the engine speed, and the rotor escapes from the stator accordingly, and the facing area between the rotor and the stator decreases. Does not increase. Therefore, an increase in engine friction due to an excessive amount of power generation is suppressed.
[0010]
Further, according to the present invention, there is provided a tapered surface in which the urging means is formed integrally with the crankshaft, and the gap is narrowed toward the outer periphery by the ramp plate and the movable pulley piece. A sensor magnet provided on a surface of the lamp plate opposite to the weight roller, and a rotation angle of the lamp plate, the sensor magnet being disposed opposite to the sensor magnet. The second feature lies in that an angle sensor for detecting the angle is provided.
[0011]
According to the second feature, the magnetic force of the sensor magnet with respect to the angle sensor changes according to the rotation angle of the lamp plate, and the rotation angle of the lamp plate, that is, the angle of the crankshaft is detected based on the magnetic force.
[0012]
Further, according to the present invention, the magnetic poles and the windings are provided only in a predetermined range in the circumferential direction of the stator, and the magnet provided in the movable pulley piece is provided in a circumferential range of the stator excluding the predetermined range. A third feature is that an angle sensor that is arranged to face and detects the rotation angle of the movable pulley piece is provided.
[0013]
According to the third feature, the magnet forming a part of the rotor can be directly applied to the angle sensor, and the angle of the rotor can be detected on the outer periphery, so that high angle detection accuracy can be obtained.
[0014]
Further, according to the present invention, there is provided a tapered surface in which the urging means is formed integrally with the crankshaft, and the gap is narrowed toward the outer periphery by the ramp plate and the movable pulley piece. Comprising a weight roller sandwiched between, a sensor magnet provided on the lamp plate, and an angle sensor disposed to face the sensor magnet and detecting a rotation angle of the lamp plate, A fourth feature is that the stator is provided only in a predetermined range in the circumferential direction.
[0015]
According to the fourth feature, since the size of the stator can be reduced, the layout of the case around the driving pulley of the continuously variable transmission can be easily accommodated.
[0016]
Further, the present invention provides an engine control device, wherein an acceleration detecting means for detecting an accelerating operation on the engine, and an electric current is supplied to a stator winding in response to an output of the acceleration detecting means so as to be in the same direction as the magnetic flux direction of the magnet. A fifth feature resides in that a current supply means for generating a magnetic flux is provided.
[0017]
According to the fifth feature, a magnetic attraction force acts between the stator and the rotor by energization. Accordingly, displacement of the movable pulley piece of the continuously variable transmission in the axial direction is suppressed, and the shift characteristic remains at the low-side characteristic. As a result, acceleration at a high engine speed becomes possible, and torque shortage due to sudden acceleration is eliminated, thereby improving acceleration performance.
[0018]
BEST MODE FOR CARRYING OUT THE INVENTION
Hereinafter, the present invention will be described in detail with reference to the drawings. FIG. 1 is a cross-sectional view of a power unit including an engine with a motor / generator of the present invention. FIG. 2 is an exploded front view of the motor / generator (hereinafter referred to as “motor ACG”) (with a cover 30 of FIG. 2 removed). FIG. The crankshaft 2 of the engine 1 is supported by bearings 4 and 5 fitted to a crankcase 3. A connecting rod 7 is connected to the crankshaft 2 via a crankpin 6. A cooling fan 8 is fixed to one end of the crankshaft 2, and a cam driving sprocket 9 and a gear 10 for driving an oil pump (not shown) are fixed between the cooling fan 8 and the bearing 4.
[0019]
A drive pulley 11 of a V-belt type continuously variable transmission (hereinafter, simply referred to as “continuously variable transmission”) is provided outside the bearing 5. The driving pulley 11 includes a fixed pulley piece 111 and a movable pulley piece 112. The fixed pulley piece 111 is fixed near the end of the crankshaft 2, and the movement of the fixed pulley piece 111 is restricted in both the rotational direction and the axial direction with respect to the crankshaft 2. On the other hand, the movement of the movable pulley piece 112 in the rotation direction with respect to the crankshaft 2 is restricted, but the movable pulley piece 112 is movably connected in a predetermined range in the axial direction (thrust direction). The ramp plate 12 is slidably engaged with the movable pulley piece 112.
[0020]
The lamp plate 12 is connected to the crankshaft 2 and rotates integrally. The ramp plate 12 forms a tapered guide of the roller weight 13 that becomes narrower in the outer peripheral direction in combination with the inward inclination (ramp) of the movable pulley piece 112. An angle sensor 15 for detecting the rotation angle of the ramp plate 12, that is, the rotation angle of the crankshaft 2, is provided on the surface of the transmission case 14 facing the ramp plate 12. The lamp plate 12 is provided with a sensor magnet 16 magnetically acting on the angle sensor 15.
[0021]
A yoke 17 is provided on the outer periphery of the movable pulley piece 112, and a plurality of magnets 18 are provided on the outer periphery of the yoke 17. A stator 19 is further disposed on the outer periphery of the movable pulley piece 112 with a gap between the movable pulley piece 112 and the magnet 18. Stator 19 is fixed to transmission case 14 with bolts 200. The stator 19 includes a yoke 192 having a plurality of (here, 18) teeth 191 forming magnetic poles, and a three-phase stator winding 193 wound around the teeth 191. As described above, the movable pulley piece 112 provided with the magnet 18 and the yoke 17 forms the rotor 39 and forms the motor ACG 33 together with the stator 19.
[0022]
A driven pulley 20 that forms a pair with the drive pulley 11 to form a continuously variable transmission is provided. The driven shaft 22 is rotatably supported by the bearing 21 fitted to the transmission case 14 and another bearing (not shown), and the driven pulley 20 is fixed to the driven shaft 22. The driven pulley 20 is rotatably supported on the driven shaft 22 by bearings 23 and 24, and has a fixed pulley piece 201 whose movement is restricted in the axial direction of the driven shaft 22. The movable pulley piece 202 is slidably supported in the axial direction of the driven shaft 22 via the fixed pulley piece 201.
[0023]
The fixed pulley piece 201 is provided with a shoe support plate 27 that supports a clutch shoe 25 that is biased in the outer peripheral direction by centrifugal force. A cup-shaped member 28 having an inner peripheral surface with which the clutch shoe 25 abuts is fixed to the driven shaft 22. The combination of the cup-shaped member 28 and the clutch shoe 25 constitutes a centrifugal clutch. The movable pulley piece 202 is pressed by the other end of the coil spring 28 whose one end is held by the shoe support plate 27, and is constantly urged toward the fixed pulley piece 201 side.
[0024]
Both the driving pulley 11 and the driven pulley 20 are V-shaped pulleys, and a V-belt 29 is stretched between them. The driven shaft 22 is connected to a driving wheel, for example, a rear wheel of a motorcycle via a reduction gear including a reduction gear 26. A cover 30 is put on the continuously variable transmission, and a kick starter 31 is supported on the cover 30.
[0025]
FIG. 3 is a block diagram illustrating a main part of the engine control device. The ECU 32 has an AC / DC converter 35 for converting the three-phase output AC of the motor ACG 33 into DC and adjusting the voltage to a voltage suitable for the battery 34, and a regulator 36. The battery 34 is charged with the regulated direct current. Further, the ECU 32 includes a motor driver circuit 42 formed of a set of three-phase bridge circuits composed of MOS-FETs for converting DC supplied from the battery 34 into AC for driving the motor ACG 33.
[0026]
Further, the ECU 32 includes a shift characteristic control unit 38 that determines acceleration based on an output of a throttle sensor 37 that detects a throttle opening and controls shift characteristics of the continuously variable transmission. The ECU 32 has other functions necessary for driving the engine, such as an engine ignition control unit and an air-fuel ratio control unit. However, these are not specific to the present invention, and may be of a known configuration. Is omitted.
[0027]
In operation, first, the motor ACG33 operates as a motor. By sequentially supplying current to the stator winding 193 by the motor driver circuit 42 in accordance with the rotation angle detected by the angle sensor 15, the rotor 39 including the movable pulley piece 112 having the magnet 18 is driven. Since the crankshaft of the engine 1 is connected to the rotor of the motor ACG33, it is cranked by the rotation of the rotor 39, and when the number of revolutions reaches the ignition speed, the engine 1 is ignited and starts an independent operation. After the start of the self-sustaining operation, the control system is switched to the generator side, and the motor ACG33 functions as an engine generator.
[0028]
As the engine speed increases, the roller weight 13 is urged in the outer circumferential direction by centrifugal force, and the movable pulley piece 112 is biased toward the fixed pulley piece 111 side. As a result, the winding diameter of the V-belt 29 becomes larger with respect to the driving pulley 11, while the winding diameter becomes smaller with respect to the driven pulley 20. That is, the reduction ratio becomes small, and the driven pulley 20 is increased in speed. When the rotation of the driven pulley 20 exceeds the rotational speed of the centrifugal clutch, the clutch shoe 25 abuts on the cup-shaped member 28 at a predetermined pressure, and the rotation is transmitted to the driven shaft 22.
[0029]
Generally, the output voltage of the generator increases with an increase in the rotation speed. However, in the present embodiment, when the rotation speed of the engine 1 that drives the motor ACG increases, the movable pulley piece 112 constituting the rotor 39 is biased with respect to the stator 19. Does not increase. That is, the degree of increase in the amount of power generation is suppressed lower than the degree of increase in the engine speed. Therefore, an increase in power generation friction due to an increase in the engine speed is also suppressed.
[0030]
The acceleration detection unit 40 of the shift characteristic control unit 38 monitors the rate of change of the output value of the throttle sensor 37, and outputs an acceleration detection signal when acceleration equal to or greater than a predetermined value is detected based on the rate. The energization control unit 41 outputs a duty ratio for supplying a current to the stator winding 193 to the motor driver circuit 42 in response to the acceleration detection signal. The motor driver circuit 42 energizes the stator winding 193 according to the supplied duty ratio. Here, a current set so as to generate a magnetic flux in the same direction as the magnetic flux direction of the magnet 18 is supplied so that the friction of the motor ACG does not increase.
[0031]
FIG. 4 is a cross-sectional view showing the position of the driving pulley when the engine speed increases, and the same reference numerals as those in FIG. 1 indicate the same or equivalent parts. When the engine speed increases, the movable pulley piece 112 is biased toward the fixed pulley piece 111 as shown by the arrow S, and the winding diameter of the V-belt 29 is increased. Then, the rotor 39 has escaped from the stator 19. Therefore, as the engine speed increases, the amount of deviation increases, and the friction decreases.
[0032]
Further, the shift characteristics of the continuously variable transmission can be controlled by utilizing the structure in which the rotor 39 is biased with respect to the stator 19. FIG. 5 is a diagram showing the relationship between the engine speed Ne and the vehicle speed V, that is, the output of the continuously variable transmission, when the throttle is fully opened. In the figure, when the throttle valve is fully opened, the engine speed Ne increases, and the vehicle speed V increases accordingly. At this time, the rising characteristics of the engine speed Ne and the vehicle speed V follow the low-side characteristics. When the engine speed reaches N1, the vehicle shifts to the high-side characteristic, and the vehicle speed V increases along the high-side characteristic.
[0033]
This shift characteristic can be changed by controlling the magnetic attraction force (see FIG. 4) between the rotor 39 and the stator 19. The magnetic attraction force can be changed by energizing the stator winding 193. For example, a shift characteristic suitable for acceleration is obtained by applying a magnetic attraction force.
[0034]
FIG. 6 is a diagram showing a relationship between the engine speed Ne and the vehicle speed V when the acceleration characteristics are improved by controlling the magnetic attraction force. As shown in the figure, when the throttle valve is rapidly opened, the engine speed Ne shifts to the high-side characteristic at a speed N2 lower than the speed N1. If this is left as it is, it shifts to the high-side characteristic with the low engine speed. In the high-side characteristic, the output torque is smaller than that in the low-side characteristic. Therefore, when the throttle is rapidly opened, the output torque may be insufficient. Here, when a sudden opening of the throttle valve is detected, a force for suppressing the displacement of the movable pulley piece 112 is applied, so that a sudden shift to the high-side characteristic is prevented.
[0035]
That is, when the engine rotation speed Ne becomes the rotation speed N2, the movable pulley piece 112 is slightly deviated toward the fixed pulley piece 111, and the characteristic between the engine rotation speed Ne and the vehicle speed V has an intermediate characteristic. Then, according to the intermediate characteristics, the engine speed Ne increases and the vehicle speed V also increases. When the engine speed Ne further increases and reaches the upper limit speed NLMT of the controllable region, the shift characteristic shifts to the high-side characteristic, and thereafter, the power supply to the stator winding 193 is stopped. In this way, when the throttle valve is rapidly opened at the time of starting, the movement of the characteristics is performed so that an appropriate torque is obtained, and the vehicle can be smoothly accelerated. The controllable area is set according to the thrust direction force that can be applied to the movable pulley piece 112 by the motor ACG33.
[0036]
FIG. 7 is a diagram showing shift characteristics when the throttle valve is suddenly opened in a cruising state. When the throttle valve is rapidly opened in the cruising state at the engine speed N3, the engine speed increases according to a predetermined shift characteristic. When the engine speed N1 is reached, the engine shifts to the high-side characteristic and is gradually accelerated.
[0037]
On the other hand, when the control by the magnetic attraction force is performed, the shift characteristic changes toward a characteristic in which the increase rate of the vehicle speed V with respect to the increase in the engine speed is small, that is, the low-side characteristic due to the magnetic attraction force. When the energization of the stator winding 193 is stopped when the engine speed Ne reaches the upper limit NLMT of the controllable region, the shift to the high-side characteristic is performed and the shift is performed. As described above, when the throttle valve is rapidly opened, acceleration at a high engine speed, that is, acceleration at a high torque becomes possible.
[0038]
Subsequently, a modified example will be described. In the above embodiment, the magnet 16 is provided on the lamp plate 12 and acts on the angle sensor 15. In the first modified example, a device for eliminating the magnet 16 was devised. FIG. 8 is a front view of the motor ACG according to the first modification, and the rotor 39 is shown in a simplified manner to avoid complication. In the figure, the motor ACG 33 is composed of a stator 19 having 15 teeth 191, and the teeth 191 are arranged at intervals of 20 °. Therefore, the arrangement range of the teeth 191 does not cover the entire circumference of the rotor 39, and a large space (central angle 60 °) is generated in a part. Then, the angle sensor 15 is arranged in this space. The angle sensor 15 is disposed so as to face the rotor magnet 18 from the outer periphery at the same interval as the teeth 191, and is fixed to the yoke 192 by the bracket 40.
[0039]
According to the first modification, the rotor angle can be directly detected by the rotor magnet 18 without providing the sensor magnet 16 exclusively, so that the number of parts can be reduced. Further, since the position of the magnet 18 provided on the outermost periphery of the rotor 39 is detected, the detection accuracy is improved.
[0040]
Next, a second modified example will be described. FIG. 9 is a front view of a generator according to a second modification, and FIG. 10 is a sectional view of the generator. In FIG. 10, the rotor is simply shown to avoid complexity. In both figures, the stator 19 of the generator 33a is not provided over the entire outer periphery of the rotor 39, and has fewer magnetic poles than in the first modification. That is, only six teeth 191 are provided, and they are provided so as to face a partial range of the outer periphery of the rotor 39 (a range of a central angle of 100 °). According to the second modification, the stator 19 and the rotor 39 cannot function as a motor, but can function as a generator. Therefore, when starting the engine, the crankshaft 2 is rotated by the kick starter 31. Thus, the function as the starter motor is lost, but the size and weight of the generator can be reduced.
[0041]
【The invention's effect】
According to the first aspect of the present invention, since the rotor of the rotating electric machine is not provided separately from the continuously variable transmission, the number of parts is reduced, and the cost is reduced. Further, since the stator is arranged on the outer periphery of the pulley, the axial dimension of the crankshaft is reduced. Therefore, the size and weight of the engine with the motor / generator including the continuously variable transmission can be reduced and the inertial mass can be reduced. Further, since the amount of power generation does not increase in spite of the increase in the engine speed, the increase in friction of the engine due to the increase in the amount of power generation is suppressed.
[0042]
According to the second aspect of the present invention, the angle sensor for detecting the rotation angle of the rotor and the sensor magnet can be compactly housed in the continuously variable transmission.
[0043]
According to the third aspect of the present invention, the magnet forming a part of the rotor can be directly applied to the angle sensor, and the angle can be detected on the outer periphery with respect to the crankshaft, so that high angle detection accuracy can be obtained.
[0044]
According to the invention of claim 4, since the size of the stator can be reduced, the layout of the case around the driving pulley of the continuously variable transmission can be easily adjusted, and the weight can be reduced. .
[0045]
Further, according to the fifth aspect of the present invention, a magnetic attraction force acts to prevent the rotor from suddenly trying to escape from the stator due to energization. As a result, it is possible to obtain a shift characteristic such that torque shortage due to sudden acceleration is eliminated and acceleration performance is enhanced.
[Brief description of the drawings]
FIG. 1 is a cross-sectional view of a power unit including an engine with a motor / generator according to an embodiment of the present invention.
FIG. 2 is an exploded front view of the motor / generator.
FIG. 3 is a block diagram showing a main part of the engine control device.
FIG. 4 is a cross-sectional view showing the position of a driving pulley when the engine speed increases.
FIG. 5 is a diagram showing the relationship between the engine speed Ne and the vehicle speed V when the throttle is fully opened.
FIG. 6 is a diagram showing the relationship between the engine speed Ne and the vehicle speed V when the acceleration characteristics are improved by controlling the magnetic attraction force.
FIG. 7 is a diagram showing the relationship between the engine speed Ne and the vehicle speed V in a cruising state when the acceleration characteristics are improved.
FIG. 8 is a front view of a motor ACG according to a first modification.
FIG. 9 is a front view of a generator according to a second modification.
FIG. 10 is a sectional view of the same.
FIG. 10 is a sectional view of a generator according to a second modification.
[Explanation of symbols]
DESCRIPTION OF SYMBOLS 1 ... Engine, 2 ... Crankshaft, 3 ... Crankcase, 11 ... Drive pulley, 12 ... Lamp plate, 13 ... Roller weight, 15 ... Angle sensor, 16 ... Magnet for sensors, 17 ... Yoke, 18 ... Magnet, 19 ... Stator, 32 ... ECU, 33 ... Motor ACG, 37 ... Throttle sensor, 38 ... Shift characteristic control unit, 39 ... Rotor, 40 ... Acceleration detection unit, 40, 41 ... Electrification control unit, 42 ... Motor driver circuit, 111 ... Fixed pulley piece, 112: movable pulley piece, 191: magnetic pole, 193: stator winding,

Claims (5)

A V-belt type continuously variable transmission including a driving pulley coupled to a crankshaft;
The drive-side pulley is composed of a fixed pulley piece integrally connected to the crankshaft, and a movable pulley piece that is axially displaceably connected to the crankshaft,
Biasing means for displacing the movable pulley piece toward the fixed pulley one side by the action of centrifugal force accompanying the rotation of the crankshaft;
A magnet provided on the outer peripheral surface of the movable pulley piece,
An engine with a motor / generator, comprising: a magnetic pole and a stator composed of a stator winding arranged to face the magnet. A lamp plate integrally connected to the crankshaft;
A weight roller sandwiched between tapered surfaces formed such that the interval is reduced near the outer periphery by the ramp plate and the movable pulley piece,
A sensor magnet provided on a surface of the lamp plate opposite to the weight roller,
The motor / generator-equipped engine according to claim 1, further comprising: an angle sensor disposed to face the sensor magnet and configured to detect a rotation angle of the lamp plate. The magnetic poles and the windings are provided only in a predetermined range in a circumferential direction of the stator,
An angle sensor that is disposed in a circumferential direction of the stator excluding the predetermined range and that is opposed to a magnet provided on the movable pulley piece and that detects a rotation angle of the movable pulley piece. The engine with a motor / generator according to claim 1. A lamp plate integrally connected to the crankshaft;
A weight roller sandwiched between tapered surfaces formed such that the interval is reduced near the outer periphery by the ramp plate and the movable pulley piece,
A sensor magnet provided on the lamp plate;
An angle sensor that is arranged to face the sensor magnet and detects a rotation angle of the lamp plate,
2. The engine according to claim 1, wherein the stator is provided only in a predetermined range in a circumferential direction. A control device for an engine with a motor / generator according to any one of claims 1 to 4,
Acceleration detection means for detecting an acceleration operation on the engine;
An energizing means for energizing the stator windings in response to an output of the acceleration detecting means to generate a magnetic flux in the same direction as the magnetic flux direction of the magnet. apparatus.

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