JP2014108680A - Vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle which can suppress a mechanical shock from happening when compressor driving is started by a driving force of an engine.SOLUTION: A driving force is delivered to an engine 2, a motor 16, and a compressor 6 in this order. An engine clutch 11 is interposed between the engine 2 and the motor 16 on a transmission path of the driving force. An compressor clutch 12 is interposed between the motor 16 and the compressor 6 on the transmission path of the driving force. Transmission of the driving force from the engine 2 to the compressor 6 is possible when both the engine clutch 11 and the compressor clutch 12 are connected. When driving of the compressor 6 is started by the driving force of the engine 2, the engine clutch 11 is connected and then the compressor clutch 12 is connected.

Description

  The present invention relates to a vehicle equipped with an engine.

  Air conditioners are installed in vehicles such as automobiles. In the air conditioner, the compressor is driven and refrigerant is supplied from the compressor to the evaporator, whereby the evaporator is cooled. On the other hand, the blower is driven and air is supplied to the evaporator. When the blown air passes through the evaporator, the blown air becomes cold air, and the cold air blows out into the vehicle interior from the outlet.

  In a vehicle equipped with an engine, a configuration has been proposed in which a motor is further mounted and the engine and the motor are selectively used as a drive source for a compressor of an air conditioner.

  In the configuration according to this proposal, the driving force is transmitted in the order of the engine, the motor, and the compressor, and the first coupling means and the second coupling means are interposed in the transmission path of the driving force. When the compressor is driven by the driving force of the motor, the first coupling means is disengaged and the second coupling means is engaged. Further, when the compressor is driven by the driving force of the engine, both the first coupling means and the second coupling means are brought into a connected state.

Special table 2010-513771

  However, depending on the timing at which the first coupling means and the second coupling means are switched from the disengaged state to the joined state in order to drive the compressor with the driving force of the engine, a mechanical shock is generated in the vehicle. There's a problem.

  The objective of this invention is providing the vehicle which can suppress that a mechanical shock generate | occur | produces when the drive of the compressor by the driving force of an engine is started.

  In order to achieve the above object, a vehicle according to one aspect of the present invention transmits driving force in the order of an engine, a motor, a compressor used for air conditioning in a passenger compartment, the engine, the motor, and the compressor. A first clutch that is interposed between the engine and the motor in the transmission path and is engaged / disengaged to transmit / cut off the driving force, and the motor and the compressor in the transmission path. And a second clutch that is engaged / disengaged to transmit / cut off the driving force, and a control that controls the engagement / disengagement of the first clutch and the second clutch. And the control means engages the second clutch after the engagement of the first clutch when the compressor is driven by the driving force of the engine.

  According to this configuration, the driving force is transmitted in the order of the engine, the motor, and the compressor. A first clutch is interposed between the engine and the motor in the driving force transmission path. Further, a second clutch is interposed between the motor and the compressor in the driving force transmission path.

  When the first clutch is disengaged and the second clutch is engaged, the driving force can be transmitted from the motor to the compressor. Further, since both the first clutch and the second clutch are engaged, transmission of driving force from the engine to the compressor can be performed. Therefore, by connecting / disengaging the first clutch and the second clutch, the compressor can be driven by the driving force of the motor, and the compressor can be driven by the driving force of the engine.

  When the driving of the compressor by the driving force of the engine is started, the second clutch is engaged after the first clutch is engaged. Thereby, since an engine and a compressor are connected in steps, it can prevent that the load by the connection with a compressor is suddenly added to an engine. As a result, it is possible to suppress the occurrence of a mechanical shock in the vehicle when the driving of the compressor with the driving force of the engine is started. When the vehicle is running with the driving force of the engine, it is possible to suppress the occurrence of a feeling of deceleration of the vehicle due to a sudden increase in the load applied to the engine.

  In addition, a vehicle according to another aspect of the present invention includes an engine, a motor, a variable displacement compressor used for air conditioning in the passenger compartment, and transmission in which driving force is transmitted in the order of the engine, the motor, and the compressor. A clutch that is interposed between the engine and the motor and is engaged / disengaged in order to transmit / cut off the driving force, and a control unit that controls the capacity of the compressor. The control means gradually increases the capacity of the compressor after the clutch is engaged when the driving of the compressor by the driving force of the engine is started.

  According to this configuration, the driving force is transmitted in the order of the engine, the motor, and the variable displacement compressor. A clutch is interposed between the engine and the motor in the transmission path of the driving force.

  When the clutch is disengaged, the compressor can be driven by the driving force of the motor, and when the clutch is engaged, the driving force can be transmitted from the engine to the compressor. The compressor can be driven by force.

  When driving of the compressor by the driving force of the engine is started, the capacity of the compressor is gradually increased after the clutch is engaged. Thereby, it can prevent that the load by the connection with a compressor is suddenly added to an engine. As a result, it is possible to suppress the occurrence of a mechanical shock in the vehicle when the driving of the compressor with the driving force of the engine is started. When the vehicle is running with the driving force of the engine, it is possible to suppress the occurrence of a feeling of deceleration of the vehicle due to a sudden increase in the load applied to the engine.

  ADVANTAGE OF THE INVENTION According to this invention, when the drive of the compressor with an engine driving force is started, it can suppress that a mechanical shock generate | occur | produces in a vehicle. When the vehicle is running with the driving force of the engine, it is possible to suppress the occurrence of a feeling of deceleration of the vehicle due to a sudden increase in the load applied to the engine.

FIG. 1 is a diagram schematically illustrating a main configuration of a vehicle according to a first embodiment of the present invention. FIG. 2 is a diagram for explaining a negative pressure pump operation (drive of the negative pressure pump). FIG. 3 is a diagram for explaining the electric compressor operation (drive of the compressor by the driving force of the motor). FIG. 4 is a diagram for explaining the engine compressor operation (drive of the compressor by the driving force of the engine). FIG. 5 is a timing chart showing the timing of engagement of the engine clutch and the compressor clutch. FIG. 6 is a diagram schematically showing a main configuration of a vehicle according to the second embodiment of the present invention. FIG. 7 is a diagram for explaining the negative pressure pump operation (drive of the negative pressure pump). FIG. 8 is a diagram for explaining the electric compressor operation (driving the variable capacity compressor by the driving force of the motor). FIG. 9 is a diagram for explaining the engine compressor operation (drive of the compressor by the driving force of the engine). FIG. 10 is a diagram showing changes in engine clutch engagement timing and variable displacement compressor displacement.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<First Embodiment>

  FIG. 1 is a diagram schematically illustrating a main configuration of a vehicle according to a first embodiment of the present invention.

  The vehicle 1 is a hybrid car equipped with an engine (E / G) 2 and a travel motor (not shown) as a travel drive source. The vehicle 1 includes a brake system 3 and an air conditioning system 4.

  The brake system 3 is a hydraulic brake system, and includes a brake booster, a master cylinder, a wheel cylinder, and a brake. When a brake pedal provided in the passenger compartment is depressed, the pedal force input to the brake pedal is transmitted to the brake booster. The pedaling force transmitted to the brake booster is amplified (boosted) by the negative pressure of the brake booster and is input from the brake booster to the master cylinder. In the master cylinder, a hydraulic pressure corresponding to the force input from the brake booster is generated. The hydraulic pressure of the master cylinder is distributed and transmitted to the wheel cylinders provided on each wheel. A braking force is applied from each brake to the wheel by the hydraulic pressure of each wheel cylinder.

  A negative pressure pump 5 is mounted on the vehicle 1 in order to generate a negative pressure used for boosting by the brake booster. When the negative pressure pump 5 is driven, negative pressure is supplied to the brake booster.

  The air conditioning system 4 includes an air conditioning duct, a blower, an evaporator, a heater core, and an air mix damper. When the blower is driven, air flows through the air conditioning duct toward the passenger compartment. The evaporator is disposed in the air conditioning duct and is cooled by the refrigerant circulating in the refrigerant circulation path. The air flowing through the air conditioning duct becomes cold air when passing through the evaporator. The heater core is disposed in the vehicle interior side of the evaporator in the air conditioning duct. The heater core is heated by hot water circulating in the hot water circuit. The air mix damper is provided between the evaporator and the heater core in the air conditioning duct. The air mixing damper adjusts the air flow rate that passes through the heater core and the air flow rate that does not pass through the heater core. The air that passes through the heater core is heated by the heater core. By mixing the air that has passed through the heater core and the air that has not passed through the heater core, the air-conditioned air has an appropriate temperature, and the air-conditioned air is blown out from the air-conditioning duct into the vehicle interior.

  A compressor 6 is mounted on the vehicle 1 in order to circulate the refrigerant in the refrigerant circulation path. When the compressor 6 is driven, the refrigerant is compressed, and the compressed refrigerant flows from the compressor 6 toward the evaporator through the refrigerant circuit.

  Further, the vehicle 1 is provided with a first transmission shaft 7 and a second transmission shaft 8. The first transmission shaft 7 and the second transmission shaft 8 are provided in parallel with the output shaft 9 of the engine 2. Further, the first transmission shaft 7 and the second transmission shaft 8 are provided such that their center axes coincide with each other and the input shaft 10 of the compressor 6 and the center axis coincide with each other.

  An engine clutch 11 is interposed between the first transmission shaft 7 and the second transmission shaft 8. The engine clutch 11 is composed of a friction clutch, for example. The first transmission shaft 7 and the second transmission shaft 8 are connected / separated by switching the engine clutch 11 between the connected state and the non-connected state.

  A compressor clutch 12 is interposed between the second transmission shaft 8 and the input shaft 10 of the compressor 6. The compressor clutch 12 is composed of a friction clutch, for example. By switching the compressor clutch 12 between the connected state and the non-connected state, the second transmission shaft 8 and the input shaft 10 of the compressor 6 are connected / disconnected.

  A pulley 13 is attached to the first transmission shaft 7. A pulley 14 is attached to the output shaft 9 of the engine 2. A belt 15 is wound around the pulleys 13 and 14. Thereby, the rotation of the output shaft 9 of the engine 2 is transmitted to the first transmission shaft 7 via the pulley 14, the belt 15 and the pulley 13.

  The vehicle 1 is equipped with a motor 16 capable of rotating in the forward and reverse directions as a drive source for the negative pressure pump 5 and the compressor 6. The rotor 17 of the motor 16 is coupled to the second transmission shaft 8 so as to be integrally rotatable. In addition, an inner ring of a one-way clutch 18 is fitted on the rotor 17. A gear is formed on the outer peripheral surface of the one-way clutch 18, and a gear attached to the input shaft 19 of the negative pressure pump 5 is engaged with the gear. The one-way clutch 18 has a structure in which the inner ring rotates while the outer ring is stationary when the motor 16 (rotor 17) rotates forward, and the inner ring and the outer ring rotate integrally when the motor 16 rotates backward.

  The vehicle 1 is equipped with an ECU (electronic control unit) 20. The ECU 20 includes a CPU and a memory. The ECU 20 controls engagement / disengagement of the engine clutch 11 and the compressor clutch 12.

  FIG. 2 is a diagram for explaining a negative pressure pump operation (drive of the negative pressure pump).

  When the negative pressure pump 5 is driven, the engine clutch 11 is disengaged and the first transmission shaft 7 and the second transmission shaft 8 are separated. Then, the motor 16 is driven in reverse, and the rotation of the rotor 17 of the motor 16 is transmitted to the input shaft 19 of the negative pressure pump 5. Thereby, the negative pressure pump 5 is driven.

  At this time, the compressor clutch 12 is disengaged, and the second transmission shaft 8 and the input shaft 10 of the compressor 6 are separated. Therefore, although the 2nd transmission shaft 8 rotates with the rotor 17, the input shaft 10 of the compressor 6 does not rotate, and the compressor 6 is not driven. Therefore, the compressor 6 can be prevented from being a load when the negative pressure pump 5 is driven, and the power consumption of the motor 16 can be reduced.

  FIG. 3 is a diagram for explaining the electric compressor operation (drive of the compressor by the driving force of the motor).

  When the compressor 6 is driven by the driving force of the motor 16, the engine clutch 11 is disengaged, and the first transmission shaft 7 and the second transmission shaft 8 are separated. Further, the compressor clutch 12 is engaged, and the second transmission shaft 8 and the input shaft 10 of the compressor 6 are coupled. Then, the motor 16 is driven to rotate forward, and the second transmission shaft 8 and the input shaft 10 of the compressor 6 are rotated together with the rotor 17 of the motor 16. Thereby, the compressor 6 is driven.

  At this time, the rotation of the rotor 17 is not transmitted to the input shaft 19 of the negative pressure pump 5 due to the function of the one-way clutch 18. Therefore, the negative pressure pump 5 is not driven.

  FIG. 4 is a diagram for explaining the engine compressor operation (drive of the compressor by the driving force of the engine).

  When the engine 2 is driven, the compressor 6 can be driven by the driving force of the engine 2. For this purpose, the engine clutch 11 is engaged, and the first transmission shaft 7 and the second transmission shaft 8 are coupled. As a result, the driving force of the engine 2 is transmitted to the second transmission shaft 8 via the first transmission shaft 7 and the engine clutch 11. Further, the compressor clutch 12 is engaged, and the second transmission shaft 8 and the input shaft 10 of the compressor 6 are coupled. As a result, the driving force transmitted to the second transmission shaft 8 is transmitted to the input shaft 10 of the compressor 6 via the compressor clutch 12, and the compressor 6 is driven.

  At this time, the rotor 17 of the motor 16 is rotated in the forward rotation direction together with the second transmission shaft 8, but the rotation of the rotor 17 is not transmitted to the input shaft 19 of the negative pressure pump 5 due to the function of the one-way clutch 18. Therefore, the negative pressure pump 5 is not driven.

  FIG. 5 is a timing chart showing the timing of engagement of the engine clutch and the compressor clutch.

  When there is a drive request for the compressor 6 during the driving of the engine 2 (for example, when an A / C switch provided in the passenger compartment is turned on), the engine clutch 11 is in a disengaged state in response thereto. The state is switched from (OFF) to the joining state (ON) (time T1).

  Then, after a predetermined delay time TD1 has elapsed since the engine clutch 11 is engaged, the compressor clutch 12 is switched from the non-engaged state (OFF) to the engaged state (ON) (time T2).

  As described above, the driving force is transmitted in the order of the engine 2, the motor 16, and the compressor 6. An engine clutch 11 is interposed between the engine 2 and the motor 16 in the driving force transmission path. A compressor clutch 12 is interposed between the motor 16 and the compressor 6 in the driving force transmission path.

  When the engine clutch 11 is disengaged and the compressor clutch 12 is engaged, the driving force from the motor 16 to the compressor 6 can be transmitted. In addition, since both the engine clutch 11 and the compressor clutch 12 are brought into the engaged state, the driving force can be transmitted from the engine 2 to the compressor 6. Therefore, by connecting / disengaging the engine clutch 11 and the compressor clutch 12, the compressor 6 can be driven by the driving force of the motor 16, and the compressor 6 can be driven by the driving force of the engine 2. it can.

  When the driving of the compressor 6 by the driving force of the engine 2 is started, the compressor clutch 12 is engaged after the engine clutch 11 is engaged. Thereby, since the engine 2 and the compressor 6 are connected in steps, it is possible to prevent a sudden load from being applied to the engine 2 due to the connection with the compressor 6. As a result, it is possible to suppress the occurrence of a mechanical shock in the vehicle 1 when the driving of the compressor 6 with the driving force of the engine 2 is started. When the vehicle is running with the driving force of the engine 2, it is possible to suppress the occurrence of a feeling of deceleration of the vehicle 1 due to a sudden increase in the load applied to the engine 2.

Second Embodiment

  FIG. 6 is a diagram schematically showing a main configuration of a vehicle according to the second embodiment of the present invention. In FIG. 6, parts corresponding to the parts shown in FIG. 1 are denoted by the same reference numerals as those parts. In the following description, the description of the parts with the same reference numerals is omitted.

  The vehicle 1 shown in FIG. 1 is equipped with a compressor 6, whereas the vehicle 61 shown in FIG. 6 is equipped with a variable displacement compressor 62 instead of the compressor 6.

  In the vehicle 1, the compressor clutch 12 is interposed between the second transmission shaft 8 and the input shaft 10 of the compressor 6, whereas in the vehicle 61, the second transmission shaft is used instead of the compressor clutch 12. A one-way clutch 64 is interposed between the shaft 8 and the input shaft 63 of the variable capacity compressor 62.

  The one-way clutch 64 transmits the rotation of the second transmission shaft 8 that rotates integrally with the rotor 18 to the input shaft 63 of the variable capacity compressor 62 when the rotor 17 of the motor 16 rotates in the forward rotation direction. When the rotor 17 rotates in the reverse rotation direction, the rotation of the second transmission shaft 8 is prevented from being transmitted to the input shaft 63 of the variable capacity compressor 62.

  In the vehicle 61, the ECU 20 controls the engagement / disengagement of the engine clutch 11 and the displacement of the variable displacement compressor 62.

  FIG. 7 is a diagram for explaining the negative pressure pump operation (drive of the negative pressure pump).

  When the negative pressure pump 5 is driven, the engine clutch 11 is disengaged and the first transmission shaft 7 and the second transmission shaft 8 are separated. Then, the motor 16 is driven in reverse, and the rotation of the rotor 17 of the motor 16 is transmitted to the input shaft 19 of the negative pressure pump 5. Thereby, the negative pressure pump 5 is driven.

  At this time, the rotation of the second transmission shaft 8 is not transmitted to the input shaft 63 of the variable displacement compressor 62 due to the function of the one-way clutch 64. Therefore, the variable displacement compressor 62 is not driven, and the variable displacement compressor 62 can be prevented from becoming a load.

  FIG. 8 is a diagram for explaining the electric compressor operation (driving the variable capacity compressor by the driving force of the motor).

  When the variable capacity compressor 62 is driven by the driving force of the motor 16, the capacity of the variable capacity compressor 62 is controlled to a value larger than 0% of the maximum capacity. Further, the engine clutch 11 is disengaged and the first transmission shaft 7 and the second transmission shaft 8 are separated. Then, the motor 16 is driven to rotate forward, and the second transmission shaft 8 and the input shaft 63 of the variable capacity compressor 62 are rotated together with the rotor 17 of the motor 16. As a result, the variable displacement compressor 62 is driven.

  At this time, the rotation of the rotor 17 is not transmitted to the input shaft 19 of the negative pressure pump 5 due to the function of the one-way clutch 18. Therefore, the negative pressure pump 5 is not driven.

  FIG. 9 is a diagram for explaining the engine compressor operation (drive of the compressor by the driving force of the engine).

  When the engine 2 is driven, the variable displacement compressor 62 can be driven by the driving force of the engine 2. Therefore, the capacity of the variable capacity compressor 62 is controlled to a value larger than 0% of the maximum capacity. Further, the engine clutch 11 is engaged, and the first transmission shaft 7 and the second transmission shaft 8 are coupled. As a result, the driving force of the engine 2 is transmitted to the second transmission shaft 8 via the first transmission shaft 7 and the engine clutch 11. Then, the driving force transmitted to the second transmission shaft 8 is transmitted to the input shaft 63 of the variable displacement compressor 62 via the one-way clutch 64, and the variable displacement compressor 62 is driven.

  At this time, the rotor 17 of the motor 16 is rotated in the forward rotation direction together with the second transmission shaft 8, but the rotation of the rotor 17 is not transmitted to the input shaft 19 of the negative pressure pump 5 due to the function of the one-way clutch 18. Therefore, the negative pressure pump 5 is not driven.

  FIG. 10 is a diagram showing changes in engine clutch engagement timing and variable displacement compressor displacement.

  When there is a drive request for the compressor 6 during the driving of the engine 2 (for example, when an A / C switch provided in the passenger compartment is turned on), the engine clutch 11 is in a disengaged state in response thereto. The state is switched from (OFF) to the joining state (ON) (time T11).

  Then, after a predetermined delay time TD2 has elapsed after the engine clutch 11 is engaged (time T12), the capacity of the variable capacity compressor 62 is gradually increased from 0% to 100% of the maximum capacity.

  As described above, the driving force is transmitted in the order of the engine 2, the motor 16, and the variable displacement compressor 62. An engine clutch 11 is interposed between the engine 2 and the motor 16 in the driving force transmission path.

  When the engine clutch 11 is not engaged, the variable displacement compressor 62 can be driven by the driving force of the motor 16, and when the engine clutch 11 is engaged, the engine 2 changes to the variable displacement compressor 62. Can be transmitted, and the variable displacement compressor 62 can be driven by the driving force of the engine 2.

  When the driving of the variable displacement compressor 62 by the driving force of the engine 2 is started, the displacement of the variable displacement compressor 62 is gradually increased after the engine clutch 11 is engaged. Thereby, it is possible to prevent a sudden load from being applied to the engine 2 due to the connection with the variable displacement compressor 62. As a result, it is possible to suppress the occurrence of a mechanical shock in the vehicle 1 when the driving of the variable capacity compressor 62 with the driving force of the engine 2 is started. When the vehicle is running with the driving force of the engine 2, it is possible to suppress the occurrence of a feeling of deceleration of the vehicle 1 due to a sudden increase in the load applied to the engine 2.

<Modification>

  As mentioned above, although two embodiment of this invention was described, this invention can also be implemented with another form.

  For example, instead of the one-way clutch 18, a joint state is established between the rotor 17 of the motor 16 and the input shaft 19 of the negative pressure pump 5 in order to transmit / cut off the driving force from the motor 16 to the negative pressure pump 5. A clutch (for example, a friction clutch) that is switched to a non-engaged state may be interposed. In this case, when the negative pressure pump 5 is driven, the clutch is engaged and the driving force is transmitted from the motor 16 to the negative pressure pump 5. When the negative pressure pump 5 is not driven, the clutch is disengaged. Thus, transmission of the driving force from the motor 16 to the negative pressure pump 5 may be interrupted.

  However, the one-way clutch is less expensive than other types of clutches (such as a friction clutch). Therefore, the cost can be reduced by adopting the configuration including the one-way clutch 18.

  In the vehicle 61, the one-way clutch 64 may be omitted. In this case, when the negative pressure pump 5 is driven, the capacity of the variable capacity compressor 62 is controlled to 0% of the maximum capacity.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

1 Vehicle 2 Engine 6 Compressor 11 Engine Clutch (First Clutch, Clutch)
12 Compressor clutch (second clutch)
16 motor 20 ECU (control means)
61 Vehicle 62 Variable displacement compressor

Claims (2)

Engine,
A motor,
A compressor used for air conditioning in the passenger compartment;
In a transmission path through which driving force is transmitted in the order of the engine, the motor, and the compressor, it is interposed between the engine and the motor and is connected / disconnected to transmit / cut off the driving force. A first clutch;
A second clutch that is interposed between the motor and the compressor in the transmission path and is engaged / disengaged to transmit / cut off the driving force;
Control means for controlling engagement / disengagement of the first clutch and the second clutch,
The control unit is a vehicle that engages the second clutch after the engagement of the first clutch when the compressor is driven by the driving force of the engine. Engine,
A motor,
A variable displacement compressor used for air conditioning in the passenger compartment;
In a transmission path through which driving force is transmitted in the order of the engine, the motor, and the compressor, it is interposed between the engine and the motor and is connected / disconnected to transmit / cut off the driving force. Clutch,
Control means for controlling the capacity of the compressor,
The control means is a vehicle that gradually increases the capacity of the compressor after engagement of the clutch when the driving of the compressor by the driving force of the engine is started.

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