JP2010001896A - Vehicular supercharging apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an inexpensive vehicular supercharging apparatus capable of driving a compressor by an engine, even if an inverter causes failure, by restraining large capacity of an inverter and a battery, by driving the compressor by a power generating electric motor in a low speed area, and driving by the engine in a high speed area, by joining an electric motor-generator and the engine by a belt by using a one-way clutch pulley. <P>SOLUTION: The electric motor-generator 10 and the engine 1 are linked by a first belt 4 that is looped around a crank pulley 3 that is mounted to a crankshaft 2 and the one-way clutch pulley 22 that is mounted to a rotting shaft 13. An electronic control unit 40 drives the electric motor-generator 10 as an electric motor and drives the compressor 7 by the electric motor-generator 10 if an engine speed is less than or equal to a predetermined value. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicular supercharging device, and more particularly to a vehicular supercharging device equipped with a centrifugal compressor driven by both an engine shaft and a motor generator shaft.

  A supercharger for a vehicle as a supercharger that receives torque from a belt and pulley connected to the engine pressurizes the air used by the engine, allowing the engine to burn more fuel, thereby It increases output and torque. There are two basic types of the vehicle supercharging device: a positive displacement type and a centrifugal type. The centrifugal supercharger for vehicles is more efficient and lighter than the positive displacement type, but there is a problem that the supercharging capability in the low speed range is insufficient.

  Therefore, a planetary gear set having a high gear ratio arrangement and a low gear ratio arrangement is provided, and the planetary gear set having a high gear ratio arrangement is switched to a predetermined engine revolution number per minute, and when the predetermined engine revolution number is exceeded. There has been proposed a multi-speed gear device that switches to a planetary gear set having a low gear ratio arrangement to solve the shortage of supercharging capability in a low speed range (see, for example, Patent Document 1).

  However, there is a limit to increase the gear ratio in the configuration of the planetary gear set described in Patent Document 1, and the supercharging capability of the centrifugal supercharging device is insufficient in a very low speed rotation range of idling to about 1500 rpm. Moreover, in principle, driving when the engine is stopped is impossible, and sufficient supercharging pressure cannot be obtained immediately after restart from idle stop. Particularly in a diesel engine vehicle or the like, when turbo lag occurs, the amount of air is insufficient and particulate matter (PM) increases.

In view of such a situation, a planetary gear mechanism having a motor, a compressor disposed in the intake system of the engine, a sun gear connected to the drive shaft of the engine, a planetary gear connected to the motor, and a ring gear connected to the compressor And a control unit for driving the motor to control the rotational speed of the planetary gear, and controlling the rotational speed of the planetary gear gear independently of the rotational speed of the engine. There has been proposed a turbocharger (see, for example, Patent Document 2).
Further, an electronically controlled supercharging device has been proposed in which a supercharger is driven only by a switch-type reactance electric motor powered by a battery and controlled independently from the engine speed (see, for example, Patent Document 3). ).

JP 2002-242687 A JP 2004-360487 A Japanese Patent No. 3686645

  The structure described in Patent Document 2 requires a new motor for controlling the rotational speed of the compressor, and a planetary gear mechanism structure for connecting the planetary gear, the sun gear, and the ring gear to the three shafts of the motor, the engine, and the compressor. Is complicated, requires sophisticated control, and increases costs. Further, when the motor breaks down, there is a problem that the rotation speed of the compressor cannot be controlled and the operation cannot be continued.

  In the thing of patent document 3, since a supercharger is driven with an electric motor, when an electric motor fails, there exists a subject that a driving | operation continuation becomes substantially impossible. In addition, since the supercharger is driven in the high-speed rotation region, the electric power required for the electric motor exceeds 1 kW, and a low-voltage system such as a 12V system in a vehicle requires a large-capacity inverter and battery, which greatly increases the cost. There is also a problem that cannot be avoided.

  The present invention has been made in order to solve the above-described problems, and is configured to connect an existing motor generator and an engine with a belt using a one-way clutch pulley, and to connect a compressor to a motor generator in a low speed range. In order to obtain an inexpensive supercharger for a vehicle that can drive the compressor with the engine even if the inverter breaks down. Objective.

  A supercharger for a vehicle according to the present invention includes an engine, a motor generator having a power generation function and an electric function, a compressor disposed in an intake pipe of the engine, and a driving torque of a crankshaft of the engine. Power transmission means for transmitting to the rotating shaft of the motor generator, a speed increasing mechanism for transmitting the driving torque of the rotating shaft of the motor generator to the turbine shaft of the compressor at a predetermined speed increasing ratio, a battery, and the electric motor An inverter that converts DC power into AC between the generator and the battery, and a control unit that controls the inverter are provided. The power transmission means is applied to a crank pulley mounted on a crankshaft of the engine, a pulley with a one-way clutch mounted on a rotating shaft of the motor generator, the crank pulley and the pulley with a one-way clutch. And a passed first belt. When the driving torque of the rotating shaft of the motor generator is larger than the load torque of the turbine shaft of the compressor, the pulley with the one-way clutch has a relative relationship between the crank shaft of the engine and the rotating shaft of the motor generator. When the driving torque of the rotating shaft of the motor generator is smaller than the load torque of the turbine shaft of the compressor, the crankshaft of the engine and the rotating shaft of the motor generator are relatively When the engine speed is equal to or lower than a predetermined value, the control means controls the inverter to drive the motor generator as an electric motor, and the compressor is driven by the motor generator. The motor is driven and controlled so as to inhibit the operation of the motor generator as a generator when the transmission is shifted up during vehicle acceleration.

  According to this invention, the motor generator and the engine are belt-coupled via the pulley with the one-way clutch, and the pulley with the one-way clutch has a driving torque of the rotating shaft of the motor generator from the load torque of the turbine shaft of the compressor. When the engine shaft is large, the engine crankshaft and the motor generator rotating shaft are relatively uncoupled and the motor generator rotating shaft drive torque is smaller than the load torque of the compressor turbine shaft. The crankshaft and the rotating shaft of the motor generator are configured to be relatively coupled to each other.

  Therefore, in a low speed range where the load torque of the compressor is relatively small, the one-way clutch pulley is in a non-coupled state, and the compressor is driven by the drive torque of the motor generator. Also, in the high speed range where the load torque of the compressor becomes large, the drive torque of the motor generator alone is insufficient to drive the compressor, so the pulley with a one-way clutch is connected, and the compressor is driven by the engine drive torque. Driven. With such a configuration, the drive of the compressor by the motor generator is limited to the low speed range, the increase in capacity of the inverter and the battery is suppressed, and the price can be reduced. Even if the inverter breaks down, the compressor is driven by the engine, so that the operation can be continued.

When the engine speed is less than or equal to a predetermined value, the motor generator is driven as an electric motor, and the compressor is driven by the motor generator. The predetermined value is the rotational speed of the turbine shaft at which the compressor operation is effective as a supercharger, for example, the engine rotational speed at which a rotational speed of about 4.5 × 10 ⁴ rpm is obtained. As a result, the rotational speed of the turbine shaft increases to the rotational speed at which the compressor effectively operates as a supercharger, and the supercharging pressure is secured. Accordingly, the supercharging pressure is ensured even in the low speed range during idling stop or idling.

1 is a system configuration diagram showing a supercharging device for a vehicle according to Embodiment 1 of the present invention. It is sectional drawing which shows typically the power transmission path | route in the supercharging device for vehicles which concerns on Embodiment 1 of this invention. It is sectional drawing which shows the pulley with a one-way clutch applied to the supercharging device for vehicles which concerns on Embodiment 1 of this invention. It is a system block diagram which shows the supercharging device for vehicles which concerns on Embodiment 2 of this invention. It is a system block diagram which shows the supercharging device for vehicles which concerns on Embodiment 3 of this invention. It is sectional drawing which shows typically the power transmission path | route in the supercharging device for vehicles which concerns on Embodiment 3 of this invention.

Embodiment 1 FIG.
1 is a system configuration diagram showing a supercharger for a vehicle according to Embodiment 1 of the present invention, and FIG. 2 is a cross-sectional view schematically showing a power transmission path in the supercharger for a vehicle according to Embodiment 1 of the present invention. FIGS. 3 and 3 are sectional views showing a pulley with a one-way clutch applied to the vehicle supercharging device according to Embodiment 1 of the present invention.

  In FIG. 1, the engine 1 is supplied with air through an intake pipe 5, and exhaust gas after combustion is discharged through an exhaust pipe 6. A crank pulley 3 is fixed to a crankshaft 2 that is an output shaft of the engine 1.

  The vehicle supercharging device is disposed in the intake pipe 5 and includes a compressor 7 that compresses air supplied to the engine 1, an electric function and a power generation function, and a pulley with a one-way clutch that is mounted on a rotary shaft 13. The motor generator 10 to which the rotational driving force (driving torque) of the engine 1 is transmitted by the first belt 4 stretched between the motor 22 and the crank pulley 3 and the rotational driving force (driving torque) of the motor generator 10 are transmitted. A planetary gear unit 30 as a speed increasing mechanism that transmits to the compressor 7 at a predetermined speed increasing ratio, an inverter 36 that bidirectionally converts power between the motor generator 10 and the battery 35, and control means The electronic control unit 40 is provided. A plurality of switching elements constituting the inverter 36 are mounted on the heat sink 37. The heat sink 37 is disposed so that the heat radiating fin is exposed to the upstream side of the compressor 7 in the intake pipe 5, and the switching element is effectively cooled by the high-speed intake flow before being compressed by the compressor 7. The

  Although not shown, the electronic control unit 40 has an input interface that receives data sent from each part of the vehicle, a CPU that executes computations for controlling each part of the vehicle, and controls each part of the vehicle. A memory storing programs and various data, and an output interface for sending control signals for controlling each part of the vehicle are provided. Here, the electronic control unit 40 performs ON / OFF control of a switching element (not shown) of the inverter 36 based on data sent from each unit.

Next, the configuration of the motor generator 10, the planetary gear device 30, and the compressor 7 will be described with reference to FIGS.
The compressor 7 includes a turbine shaft 8 and a centrifugal fan-shaped turbine 9 attached to the turbine shaft 8. The compressor 7 rotationally drives the turbine shaft 8 to which the turbine 9 is attached, and draws air. Compress and feed in the direction of the arrow at a pressure above atmospheric pressure.

  The motor generator 10 includes a rotor 12 fixed to a rotary shaft 13 rotatably supported at an axial center position of the housing 11, and a stator 17 held by the housing 11 so as to surround the rotor 12. . The rotor 12 includes a Landel-type rotor core 14 fixed to the rotating shaft 13 and a field winding 15 wound around the rotor core 14. The cooling fan 16 is fixed to both end surfaces of the rotor core 14 in the axial direction. The stator 17 includes a cylindrical stator core 18 and an armature winding 19 wound around the stator core 18. A pulley 22 with a one-way clutch is attached to one end of the rotating shaft 13 extending from the housing 11. A pair of slip rings 20 that supply current to the field winding 15 are fixed to a portion in the housing 11 on the other end side of the rotating shaft 13. The brush 21 is disposed so as to be in sliding contact with each slip ring 20. The motor generator 10 can keep the voltage constant even in applications where the rotational speed range is wide by adjusting the amount of field current flowing through the field winding 15 via the slip ring 20.

  In the pulley 22 with one-way clutch, an inner clutch 23 and an outer clutch 24 are arranged concentrically, a plurality of wedge-shaped spaces 25 are formed in the circumferential direction in the gap between the inner clutch 23 and the outer clutch 24, and a roller 26 is formed in each wedge shape. A spring 27 is disposed in the space 25 and is configured to be disposed in the wedge-shaped space 25 so as to urge the roller 26 in a narrowing direction (counterclockwise direction in FIG. 3) of the wedge-shaped space 25. And the V-groove is formed in the outer peripheral surface of the outer clutch 24, and a motor generator pulley is comprised. That is, the motor generator pulley is integrally formed with the outer clutch 24. The pulley 22 with the one-way clutch is attached by fixing the inner clutch 22 to the rotary shaft 13, and the inner clutch 23 and the outer clutch 24 are engaged when the crankshaft 2 is on the drive side with respect to the motor generator 10. When the motor generator 10 is on the drive side with respect to the crankshaft 2, the engagement between the inner clutch 23 and the outer clutch 24 is released.

  Here, the crank pulley 3, the pulley 22 with one-way clutch, and the first belt 4 constitute a power transmission means. In addition, the motor generator pulley need not be formed integrally with the outer clutch 24, and may be manufactured as a separate member, and the motor generator pulley may be fixedly integrated with the outer clutch by press fitting or the like.

The planetary gear unit 30 includes a sun gear 31 connected to the turbine shaft 8 of the compressor 7, a plurality of planetary gears 32, and a ring gear 33 connected to the other end of the rotary shaft 13 extending from the housing 11 of the motor generator 10. . Since the rotational speed of the motor generator 10 is about 2 to 3 times the engine rotational speed, it can only rise to about 2 × 10 ⁴ rpm at the maximum. On the other hand, the rotational speed of the compressor 7 for operating effectively as a supercharger is required to be at least about 4 × 10 ^{4 to} 5 × 10 ⁴ rpm. Therefore, the planetary gear device 30 functions as a speed increaser by connecting the motor generator 10 to the ring gear 33 and using the sun gear 31 disposed on the inner peripheral side of the planetary gear 32 as an output shaft. Ensure the necessary number of revolutions.

  Here, the larger the gear ratio (speed-up gear ratio) between the motor generator 10 and the planetary gear device 30, the higher the speed of the turbine 9 side, and the supercharging capability can be increased. However, the turbine shaft 8 has an upper speed limit due to centrifugal force and bearing life. That is, there is a relationship of engine maximum speed × pulley ratio between crank pulley 3 and pulley 22 with one-way clutch × speed increasing gear ratio = limit speed of turbine shaft 8.

For example, the maximum engine speed is usually 6,000 rpm for a gasoline engine vehicle and 5,000 rpm for a diesel engine vehicle. The pulley ratio between the crank pulley 3 and the pulley 22 with one-way clutch is about 1: 2 to 1: 3. Furthermore, in order to be realized as a centrifugal supercharger using a normal bearing, the rotational speed of the turbine shaft 8 is about 10 × 10 ^{4 to} 20 × 10 ⁴ rpm. Therefore, the speed increasing gear ratio is about 5 to 17 for a gasoline engine vehicle and about 6 to 20 for a diesel engine vehicle.

In the vehicle supercharger configured as described above, the existing motor generator 10 is used as a driving means for driving the compressor 7, and the sun gear 31 and the ring gear 33 of the planetary gear unit 30 are connected to the compressor 7 and the motor generator. Since it is connected to the two shafts of the machine 10, the structure of the planetary gear unit 30 is simplified, and advanced control is not required. Further, since the compressor 22 is driven by the motor generator 10 in the low speed range and driven by the engine 1 in the high speed range, the electric power required for the motor generator 10 is reduced by using the pulley 22 with the one-way clutch. In addition, the capacity of the inverter 36 and the battery 35 need not be increased. Thereby, an inexpensive vehicle supercharging device can be realized.
The motor generator 10 is a Landel vehicle motor generator, and is electrically controlled by an armature current energized in the armature winding 19 of the stator 17. Therefore, the driving torque can be controlled by the armature current to the stator 17 having a small time constant, and efficient driving torque and power can be utilized.

Even if the inverter 36 breaks down, the compressor 7 is driven by the engine 1 and the operation can be continued.
Further, since the compressor 7 is driven by the driving torque of the engine 1 transmitted through the first belt 4, the compressor 7 can be moved away from the high heat source of the exhaust gas, and the compressor 7 and the motor generator 10 are integrated. Can be eliminated.

Next, the operation of the vehicle supercharger configured as described above will be specifically described. Here, the engine 1 is a diesel engine whose upper limit is a rotational speed of 5,000 rpm, the pulley ratio between the crankshaft 2 and the pulley 22 with one-way clutch is 3, and the operation of the compressor 7 is effective as a supercharger. Is a centrifugal fan-shaped turbine with a rotational speed of about 4.5 × 10 ⁴ rpm, and the speed increasing gear ratio is 10.

[Operation 1] When the engine 1 is restarted from a state where idling of the engine 1 is stopped for the purpose of energy saving.
For example, when the start operation of the engine 1 is detected in advance by the start operation of the engine 1 by the engine start button or the operation of releasing the side brake for holding the vehicle stop locked when the vehicle is stopped, the electronic control unit 40 restarts the engine. Is generated as a command. Accordingly, the engine 1 is restarted by rotating the crankshaft 2 with a DC motor type starter, an AC motor directly connected to the crankshaft 2, or the like.

Here, since the rotational speed of the crankshaft 2 is several hundred rpm or less in a stopped state or immediately after starting, when the crankshaft 2 and the turbine shaft 8 are directly coupled, the rotational speed of the turbine shaft 8 The supercharging operation cannot be expected. That is, the rotational speed of the turbine shaft 8 is significantly lower than about 4.5 × 10 ⁴ rpm effective for operating as a supercharger.
Therefore, the electronic control unit 40 operates the inverter 36 simultaneously with or prior to the rotation operation of the crankshaft 2 by a starter, a direct-coupled AC motor, or the like, and supplies the electric power of the battery 35 to the motor generator 10. The machine 10 is operated as an electric motor.

And the rotational speed of the rotating shaft 13 of the motor generator 10 is increased to about 4,500 rpm and driven. The motor generator 10 rotationally drives the turbine shaft 8 via a planetary gear unit 30 having a speed increasing gear ratio of 10. Thereby, the rotation speed of the turbine shaft 8 increases to about 4.5 × 10 ⁴ rpm, and the compressor 7 operates as a supercharger. At this time, if the turbine shaft 8 is in a relatively low speed region and the motor generator 10 has secured a driving torque larger than the driving torque for driving the turbine, the rotational speed of the rotating shaft 13 of the motor generator 10 ( (4,500 rpm) becomes larger than several hundred rpm (number of revolutions of the crankshaft 2) × 3 (pulley ratio), the turbine shaft 8 can be driven by the motor generator 10 alone, and the inner clutch 23 and the outer clutch 24 Is disengaged. Therefore, the inner clutch 23 idles with respect to the outer clutch 24, and the mechanical coupling between the engine 1 and the motor generator 10 is released.

Here, the turbine 9 driven by the motor generator 10 rotates, and the flow velocity of the air flowing through the intake pipe 5 rapidly increases to a predetermined value. Thereby, the air in the intake pipe 5 starts to flow, and a flow is generated due to the inertia of the air.
Therefore, since the intake pressure can be set higher than the natural intake state at the same time or immediately after the restart of the engine 1 and a sufficient amount of oxygen can be secured, extremely low speeds such as at the time of restart and immediately after the restart It is possible to ensure the followability of the engine drive torque with respect to the accelerator operation from the vehicle.

  Further, in a normal diesel engine vehicle, when the engine speed is low at the time of starting, the motor generator 10 has a low speed, the turbine shaft 8 has a low speed, and the supercharging pressure is insufficient. In this state, even if the amount of fuel is increased by operating the accelerator, until the engine speed increases and is increased to a predetermined intake pressure, an oxygen-deficient state occurs and black smoke is generated. However, in the present invention, the compressor 7 is operated prior to or simultaneously with the fuel increase by the accelerator operation or the engine rotation operation, so that the supercharging pressure is secured and the generation of graphite due to the oxygen shortage is minimized. It can be suppressed to the limit.

  Further, operating the compressor 7 to increase the rotational speed of the turbine shaft 8 prior to the fuel increase by the accelerator operation or the engine rotational operation is a means for increasing the acceleration time, and the rotational angle of the motor generator 10 is increased. There exists an effect | action which reduces drive torque by making acceleration small. Thereby, the capacity | capacitance of the inverter 36 or the battery 35 can be reduced, and cost reduction can be achieved.

[Operation 2] Immediately after starting the engine 1 or after the vehicle is stopped by a signal or the like, the engine speed is accelerated from the idling range.
The idling speed of a normal vehicle is about 500 rpm. When the pulley ratio is 3, the motor generator 10 rotates at 1,500 rpm and performs a power generation operation by adjusting the amount of current supplied to the field winding 15. That is, the motor generator 10 operates with a power generation function. In this state, since the engine load is small, the supercharging operation of the compressor 7 is not necessary.

  Next, when the electronic control unit 40 detects an accelerator operation when starting the vehicle, the inverter 36 is operated, the electric power of the battery 35 is supplied to the motor generator 10, and the motor generator 10 is operated as the motor. Then, the motor generator 10 is driven to around 4,500 rpm at which a predetermined supercharging pressure is obtained. At this time, the rotational speed of the rotating shaft 13 of the motor generator 10 is larger than the rotational speed of the crankshaft 2 × the pulley ratio, and the engagement between the inner clutch 23 and the outer clutch 24 is released. Therefore, the compressor 7 is driven by the motor generator 10, the rotational speed of the turbine shaft 8 is increased, and the supercharging pressure is secured. When the engine speed starts to exceed 1,500 rpm with this supercharging pressure secured, the load torque of the turbine shaft 8 increases and exceeds the driving torque of the motor generator 10, and the motor generator 10 alone It becomes difficult to drive the turbine shaft 8. As a result, the rotational speed of the rotating shaft 13 does not become larger than the rotational speed of the crankshaft 2 × the pulley ratio, and the inner clutch 23 and the outer clutch 24 are engaged.

  Thereafter, when the accelerator ON operation is further continued, the engine speed is further increased. Therefore, when the engine speed exceeds 1,500 rpm, the electronic control unit 40 reduces the power of the battery 35 supplied to the motor generator 10 via the inverter 36 and gradually increases the drive torque of the motor generator 10. Reduce. Finally, the driving torque of the engine 1 is transmitted to the rotating shaft 13 of the motor generator 10, and the driving torque of the engine 1 is transmitted to the crankshaft 2, the crank pulley 3, the first belt 4, the pulley 22 with one-way clutch, and the rotating shaft 13. And transmitted to the turbine shaft 8 through the planetary gear unit 30. As a result, the compressor 7 is driven by the engine 1.

Here, the turbine 9 driven by the motor generator 10 rotates, and the flow velocity of the air flowing through the intake pipe 5 rapidly increases to a predetermined value. Thereby, the air in the intake pipe 5 starts to flow, and a flow is generated due to the inertia of the air.
Therefore, even when the engine speed at the start of acceleration of the vehicle is low, the intake pressure can be set higher than the atmosphere, and a sufficient amount of oxygen can be secured. Torque followability can be secured.

  Further, in a normal diesel engine vehicle, when the engine speed is low at the time of starting, the motor generator 10 has a low speed, the turbine shaft 8 has a low speed, and the supercharging pressure is insufficient. Even if the amount of fuel is increased by operating the accelerator in this state, until the engine speed increases and is increased to a predetermined intake pressure, an oxygen-deficient state occurs and black smoke is likely to be generated. However, in the first embodiment, since the compressor 7 is operated prior to or simultaneously with the fuel increase by the accelerator operation and the engine rotation operation, the supercharging pressure is secured, and the graphite caused by the oxygen shortage Occurrence can be minimized.

Further, when the engine speed starts to increase, the engine speed tends to exceed the synchronous speed of the motor generator 10 determined by a predetermined pulley ratio. At that time, the inner clutch 23 and the outer clutch 24 can be smoothly engaged by gradually weakening the acceleration driving force of the motor generator 10. As a result, the impact force when the inner clutch 23 and the outer clutch 24 are engaged is weakened, and wear and damage of the pulley 22 with the one-way clutch can be reduced.
Further, without using a special switching mechanism, the compressor 7 is switched to be driven by the engine 1 in the high speed range and driven by the motor generator 10 in the low speed range only by using the pulley 22 with one-way clutch. This makes it possible to realize an inexpensive and highly reliable supercharging system.

In this starting operation, the compressor 7 is driven by the engine 1 in the high speed range and is driven by the motor generator 10 in the low speed range, but the drive torque necessary to operate the compressor 7 is the rotation of the turbine shaft 8. It is proportional to the cube of the number.
For example, when the motor generator 10 is used to drive the entire region up to 4,000 rpm, the power for driving the motor generator 10 is 2.6 times as high as 1,500 rpm and 19 times as large as the drive output. It becomes. The compressor 7 requires a large power of several kW class, and there is a concern that the inverter 36 and the battery 35 are increased in size. In the present invention, since the compressor 7 is driven using the power of the engine 1 in the high speed range where the engine speed increases, the driving torque required for the motor generator 10 is limited to the range of the low speed range. Can be reduced to several hundred W class. Thereby, the inverter 36 and the battery 35 can be downsized, and an inexpensive and low-cost supercharging system can be realized.

  Further, when the inverter 36 fails, the compressor 7 cannot be driven by the motor generator 10. In that case, if it is going to accelerate from the case where the rotation speed of the turbine shaft 8 is low, the turbine shaft 8 is driven from the engine 1 side, and the inner clutch 23 and the outer clutch 24 are engaged. Therefore, supercharging in the low speed range from idling to around 1,500 rpm at the engine speed is insufficient, but the engine speed increases during sudden acceleration, etc., and sufficient supercharging when it exceeds 1,500 rpm Pressure is secured. Therefore, even under the worst condition that the inverter 36 fails, the performance is only partially reduced, and traveling on an expressway or the like in which the engine speed exceeds 1,500 rpm can be continued. Therefore, operation to a repair shop or the like can be performed, and the worst state such as an extreme decrease in output caused by vehicle stoppage or insufficient supercharging at the time of failure can be avoided.

[Operation 3] In case of transmission shift up during vehicle acceleration.
If the driver continues to accelerate while the vehicle is accelerating, a transmission shift-up command operation is issued, and the gear shifts from the second gear to the third gear, such as the third gear. Along with this gear shift, in the vehicle, in both the automatic transmission and the manual transmission, the engine speed is instantaneously reduced and then increased again to match the high gear side. When the engine speed drops rapidly, the inner clutch 23 and the outer clutch 24 are disengaged, and the motor generator 10 and the engine 1 are disconnected. Therefore, the motor generator 10 and the compressor 7 continue to rotate due to the rotation inertia, and the supercharging pressure is secured. The electronic control unit 40 stops power generation when the motor generator 10 is operating as a generator during the speed change operation. When the engine speed increases again, the inner clutch 23 and the outer clutch 24 are engaged, and the compressor 7 is driven by the engine 1 to ensure a supercharging pressure.

Here, when a simple pulley is used instead of the pulley 22 with the one-way clutch, the rotational speed of the turbine shaft 8 rapidly decreases following the rapid decrease of the engine rotational speed. The turbine 9 becomes an intake resistance for the intake air flow in which the intake air flow velocity in the intake pipe 5 is secured to some extent, and causes an intake loss.
In the present invention, since the pulley 22 with the one-way clutch is used, the coupling between the motor generator 10 and the engine 1 is disconnected when the engine speed rapidly drops when the transmission is upshifted. Therefore, the motor generator 10 and the compressor 7 can continue to rotate at a high speed due to the rotational inertia, maintain the increased intake air flow velocity, and eliminate the intake air loss caused by the transmission shift up.

Even if the coupling between the motor generator 10 and the engine 1 is disconnected, if the motor generator 10 operates as a generator, the speed of the motor generator 10 and the compressor 7 decreases due to the power generation torque. End up.
In the present invention, since the operation of the motor generator 10 as a generator is prohibited, the speed of the compressor 7 does not decrease due to the power generation torque. Although the speed of the compressor 7 gradually decreases due to inertial energy, the compressor 7 can maintain a relatively high speed for a short time such as a speed change operation. As a result, it is possible to maintain the intake air flow velocity obtained by the increase in the engine speed and the supercharging operation by the compressor 7, and it is possible to eliminate the shortage of intake pressure during acceleration.

  In a diesel engine vehicle, since there is no throttle valve, there is no need for a pressure rise protection device (blow off valve) for the turbine 9 caused by the sudden closing of the throttle valve, and there are few obstacles due to always ensuring a certain intake flow velocity. Therefore, it is particularly effective to employ this supercharging device in order to obtain an accelerator response improvement effect in a diesel engine vehicle.

[Operation 4] When the intake side throttle valve that adjusts the intake air amount operates in conjunction with the accelerator acceleration operation.
When the vehicle completes acceleration and the driver decreases the accelerator operation amount and shifts to steady speed driving, the engine speed decreases due to the decrease in the accelerator operation amount, and the inner speed is increased by the inertia rotation of the motor generator 10. The engagement between the clutch 23 and the outer clutch 24 is released. Therefore, when the acceleration of the vehicle is completed and the decrease in the accelerator operation amount is detected, the electronic control unit 40 operates the intake side throttle valve in the opening direction and simultaneously drives the motor generator 10 as a generator.
Thereafter, when the driver increases the accelerator operation amount and accelerates the vehicle, the motor generator 10 is driven as an electric motor, the compressor 7 is driven to rotate, and the supercharging pressure is secured. When the engine speed increases, the operation of the motor generator 10 is stopped, the inner clutch 23 and the outer clutch 24 are engaged, and the compressor 7 is driven by the engine 1.

In the region where the engine speed increases and the intake air flow velocity is high, if the intake side throttle valve is closed when the acceleration is completed and the vehicle shifts to steady speed driving, an intake resistance is generated. Arise.
In the present invention, the motor generator 10 is operated as a generator while opening the intake side throttle valve to minimize the intake resistance. As a result, the driving torque of the compressor 7 is converted into electric energy by the motor generator 10, and the rotational speed of the turbine shaft 8 is reduced. That is, the compressor 7 is regeneratively braked, the intake resistance is increased by the turbine 9, and the intake air amount is limited. In this way, the pumping energy discarded by the throttle can be regenerated as electric power.

Embodiment 2. FIG.
FIG. 4 is a system configuration diagram showing a vehicle supercharging device according to Embodiment 2 of the present invention.
In FIG. 4, the first pulley 41 is fixed to the rotary shaft 13 along with the one-way clutch-equipped pulley 22. The oil pump 42 includes a second pulley 44 fixed to the rotating shaft 43, and supplies oil to the planetary gear device 30 for lubrication. Then, the second belt 45 is stretched over the first and second pulleys 41 and 44, and the driving torque of the motor generator 10 is transmitted to the oil pump 42.
Other configurations are the same as those in the first embodiment.

  According to the second embodiment, the oil pump 42 can be driven by operating the motor generator 10 as an electric motor when the engine 1 is stopped. Therefore, when the motor generator 10 drives the compressor 7 at a high speed, the planetary gear device 30 is always supplied with oil from the oil pump 42, so that a failure due to insufficient lubrication in the planetary gear device 30 can be avoided. .

Embodiment 3 FIG.
FIG. 5 is a system configuration diagram showing a vehicular supercharging device according to Embodiment 3 of the present invention, and FIG. 6 is a cross section schematically showing a power transmission path in the vehicular supercharging device according to Embodiment 3 of the present invention. FIG.
5 and 6, the housing 11 of the motor generator 10 is provided with an intake hole 11a and an exhaust hole 11b, and the upstream side of the compressor 7 of the intake pipe 5 is connected to the exhaust hole 11b. As a result, when the compressor 7 is driven, air is sucked into the housing 11 from the intake holes 11 a, cooled after the rotor 12 and the stator 17 are discharged from the exhaust holes 11 b of the housing 11, and flows through the intake pipe 5. Thus, an intake air flow A supplied to the compressor 7 is formed.
Other configurations are the same as those in the first embodiment.

According to the third embodiment, since the rotor 12 and the stator 17 are cooled by the intake air flow A obtained by driving the compressor 7, the cooling fan 16 becomes unnecessary, and the axial size of the motor generator 10 is reduced. it can. As a result, the increase in the axial size caused by attaching the planetary gear device 30 and the compressor 7 to the non-load side of the motor generator 10 can be offset to some extent, and the mountability of the turbocharger in a narrow engine room can be improved. .
Further, by incorporating a diode bridge for rectifying the power generated by the motor generator 10 into the inverter 36 together with the switching element, components such as a rectifier attached to the non-load side in the housing 11 can be omitted, and the shaft of the motor generator 10 can be omitted. The size of the direction can be further reduced.

In each of the above embodiments, the motor generator 10 uses the field-type rotor 12. However, instead of the field-type rotor 12, a permanent magnet-type rotor may be used. In this case, the slip ring 20 and the brush 21 are not necessary, and the capacity of the inverter 36 can be reduced.
In each of the above embodiments, the planetary gear device 30 is used as the speed increasing mechanism. However, the speed increasing mechanism is not limited to the planetary gear device 30, and for example, a planetary roller device may be used.

  1 engine, 2 crankshaft, 3 crank pulley (power transmission means), 4 first belt (power transmission means), 5 intake pipe, 7 compressor, 8 turbine shaft, 9 turbine, 10 motor generator, 11 housing, 11a intake air Hole, 11b Exhaust hole, 12 Rotor, 13 Rotating shaft, 17 Stator, 19 Armature winding, 22 One-way clutch pulley (power transmission means), 24 Outer clutch (motor generator pulley), 30 Planetary gear unit (Speed increasing mechanism), 35 battery, 36 inverter, 37 heat sink, 40 electronic control unit (control means), 41 first pulley, 42 oil pump, 44 second pulley, 45 second belt.

Claims (6)

An engine, a motor generator having a power generation function and an electric function, a compressor disposed in an intake pipe of the engine, and a power for transmitting a driving torque of a crankshaft of the engine to a rotating shaft of the motor generator Electric power is transmitted between the transmission means, the speed increasing mechanism for transmitting the driving torque of the rotating shaft of the motor generator to the turbine shaft of the compressor at a predetermined speed increasing ratio, the battery, and the motor generator and the battery. In a supercharger for a vehicle comprising an inverter for DC-AC conversion and a control means for controlling the inverter,
The power transmission means is applied to a crank pulley mounted on a crankshaft of the engine, a pulley with a one-way clutch mounted on a rotating shaft of the motor generator, the crank pulley and the pulley with a one-way clutch. A passed first belt,
In the pulley with one-way clutch, when the driving torque of the rotating shaft of the motor generator is larger than the load torque of the turbine shaft of the compressor, the crank shaft of the engine and the rotating shaft of the motor generator are relatively When the driving torque of the rotating shaft of the motor generator is smaller than the load torque of the turbine shaft of the compressor, the crank shaft of the engine and the rotating shaft of the motor generator are relatively connected when the motor generator is driven in a non-coupled state. Configured to work,
The control means controls the inverter to drive the motor generator as an electric motor when the engine speed is equal to or lower than a predetermined value, drives the compressor by the motor generator, and controls the transmission during acceleration of the vehicle. A supercharger for a vehicle, which performs control so as to prohibit the operation of the motor generator as a generator during shift-up.   The supercharger for a vehicle according to claim 1, wherein the transmission is a multi-stage transmission.   When the acceleration of the vehicle is completed and a decrease in the accelerator operation amount is detected, the control means operates the intake side throttle valve in the opening direction and operates the motor generator as a generator. The supercharging device for a vehicle according to claim 1 or 2.   The vehicle inverter according to any one of claims 1 to 3, wherein the inverter has a heat sink, and the heat sink is disposed upstream of the compressor in the intake pipe. Feeding device.   An intake hole and an exhaust hole are provided in the housing of the motor generator, an upstream side of the compressor of the intake pipe is connected to an exhaust hole provided in the housing, and air is supplied to the intake hole by driving the compressor. 5. The vehicle according to claim 1, wherein the vehicle flows into the housing, flows through the housing, is exhausted from the exhaust hole, and flows through the intake pipe. 6. Supercharging device.   6. The motor generator according to claim 1, wherein the motor generator is a Landel type AC motor generator and is electrically controlled by an armature current energized in an armature winding of a stator. The supercharger for a vehicle according to item 1.

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