JP2012106614A - Auxiliary machine driving control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To achieve miniaturization of a motor for driving an auxiliary machine mounted on a vehicle.SOLUTION: An auxiliary machine driving control device (100) is mounted on a vehicle (1) including a plurality of auxiliary machines (22a, 22b, 22c, 22d, 22e) each having set priority, and a motor (21) capable of driving each of the plurality of auxiliary machines. The auxiliary machine driving control device includes engagement means (C1, C2, C3, C4, C5) capable of connecting and disconnecting transmission of rotating power between the motor and each of the plurality of auxiliary machines, an auxiliary machine having comparatively low priority among the plurality of auxiliary machines when requested power of at least one auxiliary machine among the plurality of auxiliary machines is increased, and a control means (18) for controlling the engagement means so as to disconnect transmission of rotating power between the motor and the auxiliary machines.

Description

  The present invention relates to a technical field of an accessory drive control device that controls the driving of each of a plurality of accessories such as a cooling water pump in a vehicle such as a hybrid vehicle.

  As this type of device, for example, a device is proposed in which a plurality of auxiliary machines are connected to each of an engine starting / generating motor and a motor for driving auxiliary machines. Here, in particular, by connecting multiple auxiliary machines with different maximum load scenes to a single motor, the surplus output, which is the difference between the maximum output of each motor and the auxiliary required output in each operation scene, is minimized. It is described that reducing the addition of the motor by releasing the clutch when it is unnecessary and disconnecting the auxiliary machine from the motor by connecting each auxiliary machine to the motor via a clutch. (See Patent Document 1).

  Alternatively, in a device in which the drive shaft of the compressor of the refrigeration cycle of the vehicle is selectively connected to the engine or the electric motor via the clutch, if it is determined that the required refrigeration capacity is smaller than the predetermined required capacity, An apparatus has been proposed in which a compressor is driven by an engine when the compressor is driven by a motor and the required refrigeration capacity is determined to be greater than a predetermined required capacity (see Patent Document 2).

  Or the apparatus by which the compressor which comprises the refrigerating cycle for car air-conditioners is connected to the crankshaft of the engine via the electromagnetic clutch is proposed. Here, in particular, it is described that the compressor and the crankshaft are engaged by an electromagnetic clutch when the battery is fully charged and the liquid refrigerant for air conditioner can be stored in the refrigerant tank (Patent Document 3). reference).

JP 2008-155719 A Japanese Patent Laid-Open No. 10-291415 JP 2008-114709 A

  In the technology described in Patent Document 1, when all the auxiliary machines are activated, a motor that can cover all the outputs required by each auxiliary machine is required, and the motor may be increased in size. There is a problem. Patent Documents 2 and 3 have a technical problem that a technique for driving a plurality of auxiliary machines with a single motor or engine is not disclosed.

  The present invention has been made in view of the above-described problems, for example, and an object of the present invention is to propose an accessory drive control device that can reduce the size of a motor that drives the accessory.

  In order to solve the above-described problem, an auxiliary machine drive control device according to the present invention is mounted on a vehicle including a plurality of auxiliary machines each having a priority order and a motor capable of driving each of the plurality of auxiliary machines. , When the required power of at least one auxiliary machine among the plurality of auxiliary machines is increased, the engagement means capable of connecting and disconnecting the transmission of rotational power between the motor and each of the plurality of auxiliary machines, An auxiliary machine having a relatively low priority among the plurality of auxiliary machines, and control means for controlling the engaging means so as to cut off transmission of rotational power between the motor and the auxiliary machine.

  According to the auxiliary drive control apparatus of the present invention, the auxiliary drive control apparatus includes a plurality of auxiliary machines (for example, an oil pump, a water pump, a compressor, etc.) each having a priority order, and the plurality of auxiliary machines. It is mounted on a vehicle equipped with a motor that can be driven respectively. Here, “priority order” refers to which auxiliary machine is driven preferentially when the total required power of each of a plurality of auxiliary machines is larger than the maximum rotational power that the motor can output. It is a value to be determined.

  The “priority order” may be a fixed value or may be a variable value according to the behavior of the vehicle, for example. Further, the “priority order” may be defined in a detailed order, for example, 1, 2, 3,..., Or may be classified as, for example, those that are preferentially driven and others. Such “priority order” has an influence on the performance or the like of each of a plurality of auxiliary machines, for example, when the auxiliary machine is stopped, empirically, experimentally, or by simulation. And may be set based on the obtained influence.

  The vehicle may be a vehicle that uses only an engine as a driving force, or may be a hybrid vehicle that uses an engine and a motor as driving force.

  For example, the engagement means such as a clutch is configured to be able to connect / disconnect transmission of rotational power between the motor and each of the plurality of auxiliary machines. Here, in particular, the engagement means is configured to be able to connect / disconnect transmission of rotational power between one of the plurality of auxiliary machines and the motor independently of the other auxiliary machines.

  For example, the control means including a memory, a processor, etc., when the required power of at least one auxiliary machine among the plurality of auxiliary machines increases, the auxiliary machine having a relatively low priority among the plurality of auxiliary machines, The engaging means is controlled so as to cut off transmission of rotational power to and from the motor.

  If comprised in this way, even if the maximum value of the rotational power of a motor is comparatively small, the rotational power which satisfy | fills the required power of at least 1 auxiliary machine can be supplied to this at least 1 auxiliary machine. As a result, it is possible to reduce the size of the motor that drives the auxiliary machine. In addition, with the miniaturization of the motor, for example, the weight of the entire vehicle is reduced, so that fuel efficiency can be improved.

  The effect | action and other gain of this invention are clarified from the form for implementing demonstrated below.

It is a block diagram which shows the structure of the vehicle which concerns on embodiment of this invention. It is a flowchart which shows the auxiliary machine drive control process which ECU as a part of auxiliary machine drive control apparatus which concerns on embodiment of this invention performs. It is a conceptual diagram which shows the concept of the auxiliary machinery drive control apparatus which concerns on the modification of embodiment of this invention.

  An embodiment of an accessory drive control device of the present invention will be described with reference to the drawings.

  First, a vehicle equipped with an accessory drive control apparatus according to this embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing a configuration of a vehicle according to the present embodiment. In FIG. 1, a solid line indicates a mechanical connection, a double line indicates an electrical connection, and a dotted line indicates a signal. In FIG. 1, only members directly related to the present embodiment are shown, and the other members are not shown.

  In FIG. 1, a hybrid vehicle 1 includes an engine 11, a transaxle (T / A) 12 whose input shaft is connected to the engine 11, wheels 13 connected to an output shaft of the transaxle 12, A battery 14 such as a lithium ion battery or a nickel metal hydride battery, a PCU (Power Control Unit) 15 capable of appropriately controlling DC current and AC current, and an ECU (Electronic Control Unit) 18 for various electronic controls are provided. It is configured.

  The transaxle 12 is typically configured to include a motor (not shown) as a drive source of the hybrid vehicle 1 and a generator (not shown). Each of the motor and the generator is electrically connected to the battery 14 via the PCU 15. The motor and generator may be realized by a motor / generator.

  The battery 14 is configured to be able to supply electric power to each of the motor and the generator constituting the transaxle 12 and to be charged by the regenerative electric power of each of the motor and the generator.

  The hybrid vehicle 1 may be a series / parallel hybrid vehicle, a series hybrid vehicle, or a parallel hybrid vehicle. Alternatively, the hybrid vehicle 1 may be a so-called plug-in hybrid vehicle that can be charged by an external power source.

  The auxiliary machine drive control apparatus 100 includes a plurality of auxiliary machines 22a, 22b, 22c, 22d, and 22e, an integrated motor 21 that can drive the plurality of auxiliary machines 22a, 22b, 22c, 22d, and 22e, and the motor 21. And a plurality of auxiliary machines 22a, 22b, 22c, 22d and 22e, the clutch C1, C2, C3, C4 and C5 capable of connecting / disconnecting the transmission of rotational power to the battery 14 via the DCDC converter 16 Are connected to each other and include an auxiliary power supply 17 that supplies electric power to the integrated motor 21, and an ECU 18 that controls each of the clutches C1, C2, C3, C4, and C5.

  The integrated motor 21 has a pulley 211 connected to the drive shaft. Rotational power of the engine 11 is transmitted to the pulley 211 via a pulley 111 and a belt 212 that are selectively coupled to the engine 11 via an electromagnetic clutch C11. For this reason, during operation of the engine 11, in addition to or instead of the rotational power output from the integrated motor 21, a plurality of auxiliary machines 22a, 22b, 22c, and 22d are generated by at least a part of the rotational power output from the engine 11. And 22e can be driven.

  Here, the auxiliary machine includes, for example, a cooling water pump for the engine 11, a refrigerant pump for the battery 14 and the PCU 15, a compressor for an air conditioner, a vacuum pump, a vehicle stability control (VSC) device, an oil pump for the engine 11, and a transformer. An oil pump for the axle 12, an oil pump for a power steering, and the like.

  In the present embodiment, in particular, priorities are set for the auxiliary machines 22a, 22b, 22c, 22d and 22e. The priority order may be determined in advance as a fixed value, or may be a variable value that changes according to the behavior of the hybrid vehicle 1 or the like, for example.

  For each of the clutches C1, C2, C3, C4, and C5, a hydraulic friction engagement device, a fluid clutch, an electromagnetic clutch, or the like, which is an engagement element often used in a known vehicle, can be applied. Further, for example, a lead storage battery or the like can be applied to the auxiliary power source 17.

  The “integrated motor 21”, “clutch C1, C2, C3, C4 and C5” and “ECU 18” according to the present embodiment are respectively the “motor”, “engagement means” and “control means” according to the present invention. It is an example. In the present embodiment, some of the functions of the ECU 18 for various electronic controls of the hybrid vehicle 1 are used as a part of the accessory drive control device 100.

  In the hybrid vehicle 1 configured as described above, the accessory drive control process executed by the ECU 18 as a part of the accessory drive control device 100 will be described with reference to the flowchart of FIG.

  In FIG. 2, the ECU 18 firstly has information related to the hybrid vehicle 1 (for example, cooling water temperature, room temperature, charging state of the battery 14, vehicle speed, etc.) and operation information (for example, ON / OFF of an air conditioner switch, etc.). ) Is acquired (step S101).

  Subsequently, the ECU 18 calculates a request for each of the auxiliary machines 22a, 22b, 22c, 22d, and 22e based on the information related to the acquired hybrid vehicle 1 and the operation information (step S102).

  At this time, in the present embodiment, the required value of each auxiliary machine is calculated as a value having a certain range (for example, a rotation speed range, a torque range, a time range, etc.). For this reason, arbitration between the auxiliary machines can be performed relatively easily. As a result, all the requirements of each of a plurality of auxiliary machines having different uses can be satisfied relatively easily, which is very advantageous in practice.

  Next, the ECU 18 determines whether or not there is a drive request for the auxiliary machine (step S103). If at least one of the plurality of auxiliary machines 22a, 22b, 22c, 22d and 22e has a drive request, the ECU 18 determines that there is a drive request for the auxiliary machine (step S103: Yes), and will be described later in step S104. Execute the process. On the other hand, if there is no drive request for all of the plurality of auxiliary machines 22a, 22b, 22c, 22d, and 22e, the ECU 18 determines that there is no drive request for the auxiliary machine (step S103: No), and the process of step S105 to be described later Execute.

  In step S104, the ECU 18 selects a driving method for each of the plurality of auxiliary machines 22a, 22b, 22c, 22d, and 22e. At this time, the ECU 18 performs arbitration between the auxiliary machines and determines the rotation speed and the like related to each auxiliary machine. If the priority order is variable, the priority order may be determined at this point.

  Next, the ECU 18 determines whether or not the engine 11 is being driven (step S106). When it is determined that the engine 11 is being driven (step S106: Yes), the ECU 18 is engaged with the clutch corresponding to the accessory having a drive request, and the clutch corresponding to the accessory having no drive request is released. The clutches C1, C2, C3, C4, and C5 are each controlled so as to be in a state (step S107).

  Specifically, for example, when there is a drive request for the auxiliary machines 22a and 22d, the ECU 18 causes the clutches C1 and C4 to be in an engaged state and the clutches C2, C3 and C5 to be in a released state. C2, C3, C4 and C5 are respectively controlled.

  In this case, when the required value of the auxiliary machine suddenly increases for some reason, and the total of the required values of each auxiliary machine exceeds the maximum output value of the integrated motor 21, the ECU 18 enters the engaged state of the electromagnetic clutch 11. Thus, the electromagnetic clutch 11 is controlled. As a result, the auxiliary machine is driven by the integrated motor 21 and the engine 11, and the required value of each auxiliary machine can be satisfied. Here, whether or not the sum of the required values of the auxiliary machines exceeds the maximum output value of the integrated motor 21 may be determined in the process of step S104.

  When the auxiliary motor is driven by the integrated motor 21 and the engine 11, the ECU 18 engages the electromagnetic clutch C <b> 11 with the rotational speed of the integrated motor 21 within a predetermined range with respect to the rotational speed of the engine 11. State. If comprised in this way, the vibration at the time of engagement of the electromagnetic clutch C11 can be reduced, and it is very advantageous practically.

  Thereafter, the process is returned to stop the process and enter a standby state. That is, until the next processing start time that is uniquely determined by a predetermined cycle is reached, the execution of the processing in step S101 is stopped and a standby state is entered.

  On the other hand, when it is determined in the process of step S106 that the engine 11 is not driven (step S106: No), the ECU 18 is engaged with the clutch corresponding to the auxiliary machine having the drive request, and there is no drive request. The clutches C1, C2, C3, C4, and C5 are each controlled so that the clutch corresponding to the auxiliary device is released (step S108).

  Subsequently, the ECU 18 calculates the target rotational speed of the integrated motor 21 so as to satisfy the required value of each auxiliary machine (step S109), and controls the integrated motor 21 so as to be the calculated target rotational speed. . Thereafter, the process is returned to stop the process and enter a standby state.

  In this case, when the required value of the auxiliary machine increases rapidly and the total of the required value of each auxiliary machine exceeds the maximum output value of the integrated motor 21, the ECU 18 refers to the priority set for each auxiliary machine. The clutches C1, C2, C3, C4, and C5 are set so that the clutches corresponding to the auxiliary machines with low priority are released so that the sum of the required values of the auxiliary machines is less than or equal to the maximum output value of the integrated motor 21. To control each. If comprised in this way, even if the integrated motor 21 is comparatively small (namely, even if it is a motor with a comparatively small output), it can respond to the rapid increase of the required value of an auxiliary machine.

  If it is determined in the process of step S103 that there is no request for driving the auxiliary machine, in step S105, the ECU 18 causes the clutches C1, C2 to be in a disengaged state so that the clutches C1, C2, C3, C4, and C5 are all released. , C3, C4 and C5 are controlled. Thereafter, the process is returned to stop the process and enter a standby state.

  Note that when the hybrid vehicle 1 is traveling on a continuous downhill or the like and the engine brake is required, for example, when the regenerative power amount is limited, the ECU 18 includes the electromagnetic clutch C11 and the clutches C1 and C2. , C3, C4, and C5 may be engaged to increase the crankshaft drag torque of the engine 11. As a result, the engine braking force can be improved.

  In this case, the clutch to be engaged is, for example, a clutch corresponding to a compressor of an air conditioner, a negative pressure pump of a brake booster, etc., and the ECU 18 is selected from environmental information such as outside air temperature, room temperature, pressure, etc. If the load of the negative pressure pump is predicted from the pressure information of the brake booster, the torque that can be generated by the engine brake due to the auxiliary load can be calculated. . As a result, the value of the braking torque that can be decelerated and regenerated can be calculated with high accuracy without deteriorating drivability, and fuel efficiency and drivability can be improved.

<Modification>
Next, a modification of the accessory drive control apparatus according to the present embodiment will be described with reference to FIG. FIG. 3 is a conceptual diagram showing the concept of an accessory drive control device according to a modification of the present embodiment.

  In the aspect illustrated in FIG. 1, each of the plurality of auxiliary machines 22 a, 22 b, 22 c, 22 d, and 22 e is disposed on the drive shaft of the integrated motor 21. On the other hand, in this modification, as shown in FIG. 3, the integrated motor 21 and a plurality of auxiliary machines (here, a water pump and an air conditioner compressor) are connected to the driving shaft of the integrated motor 21 and each auxiliary machine. It arrange | positions so that a drive shaft may become mutually parallel, and rotational power is transmitted by a belt or a chain.

  In the present embodiment, the hybrid vehicle 1 has been described as an example. However, the present invention can be applied only to a motor such as a vehicle including an engine stop mechanism (so-called idling stop mechanism), an electric vehicle, and a fuel cell vehicle. It is applicable also to the vehicle which uses as a power source.

  The present invention is not limited to the above-described embodiment, and can be changed as appropriate without departing from the spirit or concept of the invention that can be read from the claims and the entire specification. The control device is also included in the technical scope of the present invention.

  DESCRIPTION OF SYMBOLS 1 ... Hybrid vehicle, 11 ... Engine, 12 ... Transaxle, 13 ... Wheel, 14 ... Battery, 15 ... PCU, 16 ... DCDC converter, 17 ... Auxiliary power supply, 18 ... ECU, 21 ... Integrated motor, 22a, 22b, 22c, 22d, 22e ... Auxiliary machine, 100 ... Auxiliary machine drive control device, C1, C2, C3, C4, C5 ... Clutch, C11 ... Electromagnetic clutch

Claims (1)

It is mounted on a vehicle including a plurality of auxiliary machines each having a priority order, and a motor capable of driving each of the plurality of auxiliary machines,
Engagement means capable of connecting / disconnecting transmission of rotational power between the motor and each of the plurality of auxiliary machines;
When the required power of at least one auxiliary machine among the plurality of auxiliary machines is increased, the rotational power is transmitted between the auxiliary machine having a relatively low priority among the plurality of auxiliary machines and the motor. Control means for controlling the engagement means to cut;
An auxiliary machine drive control device comprising:

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