JP2019103351A - Power control system - Google Patents

Abstract

To achieve high fuel economy by reducing the charging frequency of a main battery using an alternator.SOLUTION: The power control system for vehicle, having a mechanical pump and an electric pump driven based on engine power as a discharge source of hydraulic oil and having a power transmission device formed with a surplus flow feedback path for feeding back a surplus flow of hydraulic oil generated in a hydraulic circuit of hydraulic oil to a suction path of the mechanical pump, includes: a power generation section which rotates a rotor of a motor used in the electric pump by a surplus flow fed back by the surplus flow feedback path to generate electric power by means of electromagnetic induction; and a charging section which charges a battery by electric power obtained by the power generation section.SELECTED DRAWING: Figure 2

Description

  The present invention relates to the technical field of a power control system provided in a vehicle and including a power generation unit and a charging unit for charging a battery.

  In a vehicle equipped with an engine, each component of a power transmission device for transmitting power from the engine to drive wheels is a mechanical pump (hereinafter referred to as "mechanical pump") operated by engine power as a discharge source. A hydraulic control system is known.

  On the other hand, for the purpose of improvement of fuel consumption (fuel consumption rate) etc., vehicles provided with an idling stop function for stopping the engine regardless of the engine stop operation according to establishment of predetermined conditions including vehicle speed conditions are also widely used. Such vehicles include an electric pump driven by a motor that can supply hydraulic pressure even when the engine is stopped because the mechanical pump is also stopped when the engine is stopped while the engine is stopped by the idling stop function.

  The following patent documents can be cited as related conventional techniques.

JP 2004-44133 A

  The above-described electric pump is driven by a main battery (for example, a lead battery) mounted on a vehicle. The main battery is charged by an alternator that generates electric power using engine power, but as the operation frequency of the electric pump increases, so does the charging frequency of the main battery. That is, the frequency of power generation by the alternator also tends to increase.

  However, when power is generated by the alternator, the engine load increases, and as described above, the increase in the power generation frequency of the alternator leads to the deterioration of fuel efficiency.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to reduce the charging frequency of a main battery using an alternator and to improve fuel consumption.

  A power control system according to the present invention is provided with a mechanical pump and an electric pump driven based on engine power as a discharge source of hydraulic oil, and an excess flow of the hydraulic oil generated in a hydraulic circuit of the hydraulic oil A power control system in a vehicle having a power transmission device having a surplus flow return path formed therein for returning the suction flow path of the mechanical pump, wherein a motor of the electric pump is provided by the surplus flow returned by the surplus flow return path. And a charging unit configured to charge the battery with the power obtained by the power generation unit.

  As a result, the surplus flow in the hydraulic circuit is effectively used as a power source for charging the battery.

  In the power control system according to the present invention described above, at least the main battery and the sub-battery are provided as the battery, the charging unit charges the sub-battery with the power obtained by the power generation unit, and the electric pump It is possible to be battery powered.

  This makes it possible to suppress the amount of power taken out of the main battery when driving the electric pump.

  In the power control system according to the present invention described above, the vehicle has an idling stop function of the engine, and the electric pump is driven by the battery in a state where the engine is stopped by the idling stop function. It is possible to

  Thus, the electric power charged by the charging unit is used as the electric power for driving the electric pump during idling stop.

  In the power control system according to the present invention as described above, the electric pump is configured to discharge the hydraulic oil by rotating the rotor of the pump unit by the motor, and the rotational force at the time of driving the motor is It is possible to comprise the transmission control mechanism which is transmitted to the rotor and does not transmit the rotational force at the time of power generation of the motor to the rotor.

  Thereby, it is possible to prevent the rotor of the electric pump from being reversely rotated with the power generation.

  In the power control system according to the present invention described above, the power transmission device includes a mechanical pump side oil passage through which the mechanical pump discharges the hydraulic fluid, and the electric pump discharges the hydraulic fluid through the hydraulic pump. It has an electric pump side oil passage joined to a passage, and is provided with a check valve inserted in the electric pump side oil passage to prevent the hydraulic oil from flowing from the mechanical pump side oil passage to the electric pump side It is possible to configure.

  Thereby, the backflow prevention effect of hydraulic fluid is enhanced.

  In the power control system according to the present invention described above, the electric pump can be configured to be drivable only by the power of the sub-battery.

  This makes it possible to prevent the power from the main battery from being used to drive the electric pump.

  The power control system according to the present invention described above includes a transmission device control unit as a computer device that performs operation control of the power transmission device, and at least a main battery and a sub battery as batteries, and the charging unit The sub-battery may be charged by the power obtained by the power generation unit, and a power supply voltage of the transmission device control unit may be supplied from the sub-battery.

  As a result, the power supply voltage of the transmission device control unit is supplied from the sub-battery that performs charging based on the surplus flow.

  According to the present invention, the charging frequency of the main battery using the alternator can be reduced, and fuel consumption can be improved.

BRIEF DESCRIPTION OF THE DRAWINGS It is the figure which showed the structure outline | summary of the vehicle provided with the electric power control system as embodiment which concerns on this invention. It is a figure for demonstrating schematic structure of the hydraulic control part of the power transmission device in embodiment, and the structure of a power control system. It is a figure showing composition outline of vehicles provided with an electric power control system as the 1st modification. It is a figure for demonstrating the structure of the electric power control system as a 1st modification. It is a figure showing composition outline of vehicles provided with an electric power control system as the 2nd modification.

<1. Outline Configuration of Vehicle>
FIG. 1 is a diagram showing a configuration outline of a vehicle 1 provided with a power control system as an embodiment according to the present invention. In FIG. 1, only the configuration of the main part according to the present invention is mainly extracted and shown among the configurations of the vehicle 1.
The vehicle 1 according to the present embodiment includes a power transmission device 3 having an engine 2 as a driving power source, a torque converter 4, a forward / backward switching mechanism 5, and a continuously variable transmission 6, and hydraulic pressure of hydraulic oil in the power transmission device 3. A hydraulic control unit 7 performing control, a gear 8 and a gear 9, a differential gear 10, a drive wheel 11a and a drive wheel 11b, an engine control unit 12, a transmission control unit 13, and a bus 14 are provided. .
In the present embodiment, a mechanical pump (hereinafter referred to as a “mechanical pump”) 71 driven based on the motive power of the engine 2 and a motor as a motive power source drive the hydraulic control unit 7 as a pump provided as a hydraulic fluid discharge source. The vehicle 1 is provided with a pump control unit 15 that controls the electric pump 72.
Further, the vehicle 1 is provided with a main battery 16 which is, for example, a lead battery, and a sub battery 17 provided separately from the main battery 16.

  The engine 2 is a driving power source (motor) for causing the vehicle 1 to travel, and consumes fuel to generate power to act on the drive wheels 11 a and 11 b of the vehicle 1. The engine 2 burns fuel to generate mechanical power (engine torque) on the crankshaft 2a which is an engine output shaft, and the mechanical power can be output from the crankshaft 2a to the drive wheels 11a and 11b. It is done.

The power transmission device 3 is provided in a power transmission path from the engine 2 to the drive wheels 11a and 11b, and transmits power from the engine 2 to the drive wheels 11a and 11b. Oil (hydraulic oil) as a liquid medium Operated by hydraulic pressure.
In power transmission 3, crankshaft 2 a of engine 2 and input shaft Ps of continuously variable transmission 6 are connected via torque converter 4, forward / reverse switching mechanism 5 and the like, and output shaft Ss of continuously variable transmission mechanism 6. Are connected to the drive wheels 11a and 11b via the gear 8 and the gear 9, the differential gear 10 and the like.

  The torque converter 4 is disposed between the engine 2 and the forward-reverse switching mechanism 5, configured to amplify (or maintain) the torque of the power transmitted from the engine 2 and transmit the torque to the forward-reverse switching mechanism 5. It is done. The torque converter 4 includes a pump impeller 4a and a turbine runner 4b which are rotatably disposed opposite to each other, and integrally couples the pump impeller 4a with the crankshaft 2a via the front cover 4c to switch the turbine runner 4b back and forth It is connected to the mechanism 5 and configured. A viscous fluid such as hydraulic oil interposed between the pump impeller 4a and the turbine runner 4b circulates along with the rotation of the pump impeller 4a and the turbine runner 4b, thereby allowing differential between its input and output. At the same time, it is possible to amplify and transmit the torque.

  The torque converter 4 further includes a lockup clutch 4d provided between the turbine runner 4b and the front cover 4c and coupled integrally rotatably with the turbine runner 4b. The lockup clutch 4d is operated by the pressure of the hydraulic oil supplied from the hydraulic control unit 7, and is switched between an engagement state (lockup ON) with the front cover 4c (lockup ON) and an open state (lockup OFF). While the lockup clutch 4d is engaged with the front cover 4c, the front cover 4c (that is, the pump impeller 4a) and the turbine runner 4b are engaged, and the relative rotation between the pump impeller 4a and the turbine runner 4b is restricted. Since the differential between the input and the output is prohibited, the torque converter 4 directly transmits the torque transmitted from the engine 2 to the forward / reverse switching mechanism 5.

  The forward / reverse switching mechanism 5 is configured to be able to shift the power (rotation output) from the engine 2 and to switch the rotation direction of the power (finally, the rotation direction of the drive wheels 11a and 11b). . The forward / reverse switching mechanism 5 includes a planetary gear mechanism 5a, a forward clutch CL as a frictional engagement element, a reverse brake BR, and the like. The planetary gear mechanism 5a is a differential mechanism configured to include a sun gear, a ring gear, a carrier and the like as a plurality of rotating elements which can be differentially rotated relative to each other, and the forward clutch CL and the reverse brake BR are of the planetary gear mechanism 5a. It is an engagement element for switching the operating state, and can be constituted by, for example, a friction type engagement mechanism such as a multi-disc clutch, and in this case, a hydraulic wet multi-disc clutch is used.

The forward clutch CL and the reverse brake BR are operated by the pressure of the hydraulic oil supplied from the hydraulic control unit 7 to switch the operating state of the forward / reverse switching mechanism 5. Specifically, when the forward clutch CL is in the engaged state (engaged state: ON state) and the reverse brake BR is in the released state (OFF state), the forward / reverse switching mechanism 5 normally rotates the power from the engine 2 ( When the vehicle 1 advances, the input shaft Ps is transmitted in the direction in which the input shaft Ps rotates). On the other hand, when the forward clutch CL is in the released state and the reverse brake BR is in the engaged state, the forward / reverse switching mechanism 5 reversely rotates the power from the engine 2 (the direction in which the input shaft Ps rotates when the vehicle 1 reverses) ) To the input shaft Ps. In the neutral position, the forward clutch CL and the reverse brake BR are both released in the forward / reverse switching mechanism 5.
Here, hereinafter, a control system that controls the engagement / disengagement of the forward clutch CL and the reverse brake BR as described above is collectively referred to as “CB control system 5 b”.

  The continuously variable transmission 6 is provided between the forward / backward switching mechanism 5 and the drive wheels 11a and 11b in the transmission path of power from the engine 2 to the drive wheels 11a and 11b, and the power of the engine 2 can be steplessly (continuously (A) transmission that can shift and output. Specifically, the continuously variable transmission 6 shifts rotational power (rotational output) from the engine 2 transmitted (inputted) to the input shaft Ps at a predetermined gear ratio, and transmits it to the output shaft Ss which is a transmission output shaft. The power transmitted from the output shaft Ss to the drive wheels 11a and 11b is output.

  The continuously variable transmission 6 includes a primary pulley 61 provided for the input shaft (primary shaft) Ps, a secondary pulley 64 provided for the output shaft (secondary shaft) Ss, and a combination of the primary pulley 61 and the secondary pulley 64. It is configured as a continuously variable transmission (continuously variable transmission: CVT) configured to include a winding member 67 such as a belt, a chain, etc., which is wound between them. There is.

  The primary pulley 61 has a fixed position relative to the input shaft Ps, and coaxially faces the primary fixed sheave 62 coaxially rotating with the input shaft Ps and the primary movable sheave 63 axially displaceable in the input shaft Ps. It is formed by arranging. Further, the secondary pulley 64 has a fixed position relative to the output shaft Ss and is coaxial with the secondary side fixed sheave 65 which rotates integrally with the output shaft Ss coaxially and the secondary side movable sheave 66 displaceable in the axial direction of the output shaft Ss. It is formed by opposing arrangement. The winding member 67 is a substantially V-shaped groove (hereinafter referred to as “V-groove” formed between the stationary sheave 62 on the primary side and the movable sheave 63 and between the stationary sheave 65 on the secondary side and the movable sheave 66. To be done).

  In the continuously variable transmission 6, the hydraulic pressure (primary pressure, secondary pressure) of hydraulic fluid supplied from the hydraulic control unit 7 to the hydraulic chamber (primary hydraulic chamber) of the primary pulley 61 and the hydraulic chamber (secondary hydraulic chamber) of the secondary pulley 64 Controlling the force (clamping force) by which the primary movable sheave 63 and the secondary movable sheave 66 sandwich the winding member 67 between the primary fixed sheave 62 and the secondary fixed sheave 65. It is made possible. Thereby, in each of primary pulley 61 and secondary pulley 64, the width of V-groove can be changed to adjust the rotation radius (winding diameter) of winding member 67, which corresponds to the input rotation speed of primary pulley 61. It is possible to change steplessly the transmission ratio which is the ratio of the input rotation speed (primary rotation speed) to the output shaft rotation speed (secondary rotation speed) corresponding to the output rotation speed of the secondary pulley 64. Further, by adjusting the clamping pressure of the winding member 67 of the primary pulley 61 and the secondary pulley 64, it is possible to transmit power with a torque capacity corresponding to this.

  The power transmitted to the output shaft Ss in the continuously variable transmission 6 is transmitted to the differential gear 10 via the gear 8 and the gear 9. The differential gear 10 transmits the transmitted power to the drive wheels 11a and 11b via the drive shafts. Differential gear 10 absorbs the difference in rotational speed between drive wheels 11 a and 11 b that occurs when vehicle 1 turns.

  With the above configuration, in the vehicle 1, the power generated by the engine 2 is transmitted to the drive wheels 11 a and 11 b via the torque converter 4, the forward / reverse switching mechanism 5, the continuously variable transmission 6, the differential gear 10 and the like. Can. As a result, the driving force [N] is generated on the contact surface of the driving wheels 11a and 11b with the road surface, and the vehicle 1 can travel.

The hydraulic control unit 7 is provided as a part of the power transmission device 3, and the lockup clutch 4 d of the torque converter 4, the forward clutch CL and the reverse brake BR of the forward / reverse switching mechanism 5, and the continuously variable transmission 6 The respective mechanisms in the power transmission 3 are operated, including the primary-side movable sheave 63 and the secondary-side movable sheave 66 and the like.
The hydraulic control unit 7 includes various oil passages provided in the case (outer casing) of the power transmission device 3, an oil reservoir, an oil pump, a plurality of solenoid valves, etc. Control the flow rate and hydraulic pressure of the hydraulic oil supplied to each mechanism section in the power transmission device 3 in accordance with the signal of. The hydraulic control unit 7 also functions as a lubrication / cooling oil supply device that lubricates and cools a predetermined location in the power transmission device 3. The configuration of the hydraulic pressure control unit 7 will be described again.

  The engine control unit 12 and the transmission device control unit 13 are configured to include a microcomputer having a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), etc. Data communication is mutually connected via the bus 14 corresponding to the predetermined on-vehicle network communication standard.

The engine control unit 12 performs various operation control such as fuel injection control, ignition control, and intake air amount adjustment control for the engine 2. Specifically, various types of operation control of the engine 2 are performed by controlling various actuators (for example, a throttle actuator for driving a throttle valve, an injector for performing fuel injection, and the like) provided in the engine 2.
The engine control unit 12 communicates with the transmission device control unit 13, and outputs data on the operating state of the engine 2 to the transmission device control unit 13 as necessary. In addition, operation control of the engine 2 is performed based on various signals from the transmission device control unit 13 as necessary.

The engine control unit 12 of the present embodiment performs processing for realizing an idling stop function of stopping the engine 2 regardless of the engine stop operation according to the establishment of the predetermined condition including the vehicle speed condition.
Specifically, the engine control unit 12 of the present embodiment has a predetermined condition defined as the operation permission condition of the idling stop function (for example, the driver's seat with all the doors closed, with the engine 2 sufficiently warmed up) It is determined whether or not a condition such as a seat belt is worn is satisfied. Then, under the condition that the operation permission condition is satisfied, the idling stop function is operated according to the predetermined condition set as the operation condition of the idling stop function, that is, the predetermined condition including the vehicle speed condition is satisfied. That is, the engine 2 is stopped.
In the case of this example, the vehicle speed condition is, for example, a condition that the vehicle speed is equal to or less than a predetermined threshold such as 10 km / h. The operating conditions other than the vehicle speed are at least the condition that the brake pedal is depressed (for example, other conditions such as no steering operation and no steep slope may be added).

The transmission control unit 13 controls the hydraulic control unit 7 to control the operation of each mechanism of the power transmission 3 such as the torque converter 4, the forward / reverse switching mechanism 5, and the continuously variable transmission 6. For example, the transmission ratio control of the continuously variable transmission 6 is performed.
In addition, the transmission device control unit 13 of the present embodiment performs control for driving the electric pump 72 as needed in a state where the engine 2 is stopped by the idling stop function. This point will be described later.

The main battery 16 supplies operation power to various electronic devices (including the engine control unit 12 and the transmission device unit 13 described above) mounted on the vehicle 1. Main battery 16 is charged by the electric power generated by an alternator (not shown) driven by the power of engine 2.
The main battery 16 is installed in a space outside the vehicle 1 such as, for example, in the engine room of the vehicle 1 or under the floor of the trunk room.

  The sub battery 17 is installed at a predetermined position outside the vehicle, for example, under the floor of the vehicle compartment of the vehicle 1. In the present embodiment, the electric power stored in the sub-battery 17 is used to drive the electric pump 72 by the pump control unit 15.

<2. Power Control System of Embodiment>
FIG. 2 is a diagram for explaining a schematic configuration of the hydraulic pressure control unit 7 and a configuration of a power control system as an embodiment.
First, a schematic configuration of the hydraulic pressure control unit 7 will be described.
The hydraulic control unit 7 includes a line pressure adjusting valve 73, a sub pressure adjusting valve 74, various oil passages Y (Y1 to Y8), and a turbine 75, together with the mechanical pump 71 and the electric pump 72 described above.
The mechanical pump 71 is, for example, an internal gear type pump such as a trochoid pump, a vane pump, or the like, and discharges hydraulic fluid by rotating the rotor by the power of the engine 2.

When the engine 2 is operating and the mechanical pump 71 is in operation, hydraulic oil stored in an oil pan (not shown) passes through a strainer (filter filter) (not shown) and the mechanical pump through the suction oil passage Y1. 71 is inhaled and discharged. The hydraulic oil discharged by the mechanical pump 71 is input to the line pressure adjustment valve 73 via the discharge oil passage Y2.
The line pressure adjusting valve 73 regulates the hydraulic pressure generated by the mechanical pump 71. The hydraulic pressure adjusted to the line pressure by the line pressure adjustment valve 73 is driven by the lockup clutch 4d via the oil passage Y3, the CB control system 5b, and the hydraulic chambers of the continuously variable transmission 6 (the primary hydraulic chamber It is supplied to necessary parts in the power transmission 3 such as a secondary hydraulic chamber).
Although not shown, hydraulic control units such as various valves are provided at the end of the oil passage Y3 to further adjust the line pressure supplied from the oil passage Y3, and the transmission device control unit shown in FIG. 1 is provided. 13 controls the hydraulic pressure adjustment unit to realize engagement / cancellation of the lockup clutch 4d, operation control of the forward / reverse switching clutch CL, forward / reverse switching brake BR, shift control of the continuously variable transmission 6, etc. .

  The sub pressure regulating valve 74 regulates the oil pressure of the surplus flow discharged from the line pressure regulating valve 39, which is supplied through the oil passage Y4. The hydraulic pressure adjusted by the sub pressure adjustment valve 74 is used to lubricate each part of the power transmission 3 via the oil passage Y5.

  The surplus flow of hydraulic oil generated by the pressure regulation of the sub pressure regulating valve 74 is returned to the suction oil passage Y1 of the mechanical pump 71 via the return oil passage Y8. In this example, a turbine chamber Rt accommodating the turbine 75 is provided in the return oil passage Y8, which will be described later.

Further, during idling stop, that is, when the operation of the mechanical pump 71 is stopped, the transmission mechanism control unit 13 drives the electric pump 72 as needed as described above.
Here, the electric pump 72 includes a motor 72m having a rotor 72mr, and a pump portion 72p having a rotor 72r that is rotated by the rotation of the rotor 72mr. The pump portion 72p is, for example, an internal gear type pump such as a trochoid pump or a vane pump, and discharges hydraulic fluid by rotating the rotor 72r by the motor 72m. The motor 72m is driven by a drive signal from a motor drive unit 15a provided in the pump control unit 15.
Although a one-way clutch 72c is provided to the electric pump 72 of this embodiment as a mechanism for transmitting the rotation of the motor 72m (rotation of the rotor mr of the motor 72m) to the rotor 72r of the pump portion 72p. , Which will be described later.

  When the electric pump 72 is driven, ie, when the rotor 72r is rotated by the motor 72m, the hydraulic oil stored in the oil pan described above is suctioned by the pump portion 72p through the suction oil passage Y6 via the strainer.・ Is discharged. The hydraulic oil discharged by the pump portion 72p is supplied to the line pressure adjustment valve 73 via the discharge oil passage Y7. Specifically, as shown in the drawing, the discharge oil passage Y7 of the pump portion 72p (also referred to as the discharge oil passage Y7 of the electric pump 72) is communicated (joined) with the discharge oil passage Y2 of the mechanical pump 71, thereby line pressure It is supplied to the adjustment valve 73.

  With the configuration of the hydraulic control unit 7 described above, even if the engine 2 is stopped by the idling stop function, the hydraulic pressure generated by the electric pump 72 can be used as the drive mechanism of the lockup clutch 4d or the hydraulic chamber of the continuously variable transmission 6 or the like. It is possible to supply.

Here, in the hydraulic control unit 7 of the present embodiment, a part of the return oil passage Y8 is configured as a turbine chamber Rt that accommodates the turbine 75. The turbine 75 rotates in response to the surplus flow flowing in the return oil passage Y8. The rotation shaft of the turbine 75 is connected to the rotation shaft of the rotor 72mr in the motor 72m, whereby the rotor 72mr rotates in conjunction with the rotation of the turbine 75.
The turbine 75 is configured to rotate the rotor 72mr in the reverse direction to that at the time of driving in response to the flow of the surplus flow. Here, "reverse rotation" means rotation in the opposite direction to the rotation direction of the motor 72m (rotor 72mr) when the electric pump 72 is driven.
By thus rotating the rotor 72mr in reverse, electric power is generated in the motor 72m by electromagnetic induction.

  In the present embodiment, the sub-battery 17 is charged by the power generated by the motor 72m in this manner.

The pump control unit 15 is provided with a motor driving unit 15a, a charging unit 15b, and a charge / drive switching switch SW1 as a configuration for performing power generation using the motor 72m as described above and driving the motor 72m. ing.
The motor drive unit 15a has a driver circuit for the motor 72m, and outputs a drive signal of the motor 72m based on an instruction from the transmission device control unit 13. The motor drive unit 15a of this example receives the output voltage of the sub battery 17 as a power supply voltage and generates the above-mentioned drive signal. That is, in this case, the power supply voltage of the drive signal of the motor 72m is supplied from the sub battery 17.

The charge / drive changeover switch SW1 is a three-terminal switch having terminals t1, t2 and t3. A state in which the terminal t2 is connected to the terminal t1 (hereinafter referred to as "first state"), and a terminal t3 to the terminal t1. It is possible to switch alternatively to the state of connecting (hereinafter referred to as the “second state”). As illustrated, the terminal t1 of the charge / drive changeover switch SW1 is connected to the motor 72m, the terminal t2 is connected to the motor drive unit 15a, and the terminal t3 is connected to the charge unit 15b. The charge / drive changeover switch SW1 switches the above first and second states based on a control signal from the transmission device control unit 13.
Therefore, the charge / drive changeover switch SW1 charges the power generated by the motor 72m in the first state where the drive signal from the motor drive unit 15a is output to the motor 72m based on the instruction from the transmission device control unit 13. It switches to the 2nd state output to 15b.

  The charging unit 15b charges the sub-battery 17 with the electric power generated by the motor 72m when the charging / driving changeover switch SW1 is in the above-described second state.

Here, the transmission device control unit 13 controls the charge / drive changeover switch SW1 to the first state when the engine 2 is in the stop state by the idling stop function, and the motor drive unit An instruction is issued to 15a to output a drive signal of the motor 72m.
On the other hand, when the engine 2 is in operation, the transmission device control unit 13 controls the charge / drive changeover switch SW1 to the second state. When the engine 2 is in operation, the mechanical pump 71 is driven to generate an excess flow in the return oil passage Y8. The generation of the excess flow causes the turbine 75 to rotate, the rotor 72mr is reversely rotated as the turbine 75 rotates, and power is generated in the motor 72m. The generated electric power is supplied to the charging unit 15b via the charge / drive changeover switch SW1 controlled to the second state, and the charging unit 15b charges the sub-battery 17 based on the electric power.

  Although the power supply voltage of the drive signal of the motor 72m is supplied only from the sub battery 17 in the above description, the power supply voltage can be supplied from both the sub battery 17 and the main battery 16. That is, the drive of the motor 72m using the main battery 16 (or the sub battery 17) can be assisted by using the sub battery 17 (or the main battery 16).

Here, as described above, at the time of power generation, the motor 72m is reversely rotated, but when the rotational force by this reverse rotation is transmitted to the rotor 72r of the pump portion 72p, the working oil is drawn to the suction oil passage Y6. Is not desirable because it may cause backflow.
So, in this embodiment, power transmission between rotor 72mr in motor 72m and rotor 72r in pump part 72p shall be performed via one way clutch 72c. The one-way clutch 72c transmits only the rotation (that is, positive rotation) of the rotor 72mr when the motor 72m is driven to the rotor 72r, and does not transmit the rotation of the rotor 72mr during the reverse rotation to the rotor 72r.
Thus, it is possible to prevent the backflow of the hydraulic oil to the side of the intake oil passage Y6 as described above.

Further, in the present embodiment, the check valve 76 is inserted into the discharge oil passage Y7 of the electric pump 72. The check valve 76 prevents the inflow of hydraulic fluid from the discharge oil passage Y2 side of the mechanical pump 71 to the electric pump 72 side.
As a result, the effect of preventing the backflow of hydraulic oil to the side of the intake oil passage Y6 as described above can be enhanced.

Subsequently, modifications of the embodiment will be described.
FIG. 3 is a diagram showing a configuration outline of a vehicle 1A provided with a power control system as a first modification. In the following description, parts that are the same as parts already described will be assigned the same reference numerals and descriptions thereof will be omitted.

In the first modification, switching of a battery (battery serving as a power supply voltage supply source of a drive signal) serving as a driving source of the motor 72m in the electric pump 72 and switching of a battery serving as a charging destination of electric power generated by the motor 72m are performed. It is possible.
As illustrated, the vehicle 1A is different from the vehicle 1 in that a transmission device control unit 13A is provided instead of the transmission device control unit 13 and a pump control unit 15A is provided instead of the pump control unit 15. In this case, the pump control unit 15A is connected to the sub battery 17 and the main battery 16.
The transmission device control unit 13A is different from the transmission device control unit 13 in that it performs switch control for switching between a drive source battery and a charge destination battery, which will be described later.

FIG. 4 is a diagram for explaining the configuration of a power control system as a first modification. In addition, since the structure of the hydraulic control part 7 is the same as that of what was already demonstrated, description is abbreviate | omitted.
As illustrated, the pump control unit 15A includes the motor drive unit 15a, the charging unit 15b, and the charge / drive changeover switch SW1 similarly to the pump control unit 15, but the drive source changeover switch SWd and the charge destination changeover switch SWc It will be added.
The drive source changeover switch SWd and the charge destination changeover switch SWc are three-terminal switches having terminals t1, t2 and t3, respectively, a state in which the terminal t2 is connected to the terminal t1, and a state in which the terminal t3 is connected to the terminal t1. And it is possible to switch between them.

  In the pump control unit 15A, the terminal t1 of the drive source changeover switch SWd is connected to the power input line of the motor drive unit 15a, and the terminal t1 of the charge destination changeover switch SWc is connected to the output line of the charging unit 15b. In each of the drive source changeover switch SWd and the charge destination changeover switch SWc, the terminal t2 is connected to the sub-battery 17 and the terminal t3 is connected to the main battery 16.

The transmission device control unit 13A performs switching control of the drive source switching switch SWd and the charging destination switching switch SWc, as well as switching control of the charge / drive switching switch SW1. As a result, either the sub battery 17 or the main battery 16 can be selected as the drive source battery of the motor 72m, and either the sub battery 17 or the main battery 16 can be selected as the charge destination battery by the charging unit 15b. It is assumed.
At this time, switching of the drive source battery and switching of the charge destination battery may be, for example, switching according to the charging rate (remaining battery amount) of the main battery 16 and the sub battery 17. That is, for switching of the drive source battery, it is basically possible to select the sub-battery 17 and to select the main battery 16 when the charging rate of the sub-battery 17 falls below a predetermined value.
Further, with regard to switching of the charge destination battery, it is basically possible to select the sub-battery 17 and to select the main battery 16 when the charging rate of the sub-battery 17 becomes equal to or more than a predetermined value.

FIG. 5 is a diagram showing a configuration outline of a vehicle 1B provided with a power control system as a second modification.
As shown, in the vehicle 1 B, the power supply voltage of the transmission device control unit 13 is supplied from the sub-battery 17. That is, the transmission device control unit 13 in this case is driven based on the electric power generated using the surplus flow.
In the example of FIG. 5, the power supply voltage of the transmission device control unit 13 is supplied only from the sub battery 17 and is not supplied from the main battery 16.

  By supplying the power supply voltage of the transmission device control unit 13 from the sub-battery 17 as described above, it is possible to suppress the amount of power taken from the main battery 16 when operating the transmission device control unit 13. The charging frequency of the main battery 17 using the above can be reduced, and fuel consumption can be improved.

  Although the power supply voltage of the transmission device control unit 13 is supplied from the sub-battery 17 in the above, the power supply voltage of the transmission device control unit 13A is transmitted to the sub-battery in the first modification described with reference to FIGS. Of course, it is also possible to adopt a configuration for supplying from 17.

Here, in the above description, the configuration in which the sub battery 17 is provided separately from the main battery 16 is illustrated, but the provision of the sub battery 17 is not essential. That is, the main battery 16 may be configured as a drive source battery and a charge destination battery.
Also, in the above description, in the configuration provided with the main battery 16 and the sub battery 17, the configuration in which only one of the sub battery 17 and the main battery 16 is charged has been exemplified. However, the sub battery 17 and the main battery 16 It is also possible to adopt a configuration capable of charging both of them simultaneously.

<3. Summary of embodiment>
As described above, in the power control system of the embodiment, the mechanical pump (71) and the electric pump (72) driven based on engine power are provided as discharge sources of hydraulic oil, and the hydraulic circuit of hydraulic oil is provided. A power control system in a vehicle having a power transmission device (3) having a surplus flow return path (feedback oil path Y8) for returning the surplus flow of hydraulic oil produced to the suction path of a mechanical pump. The generator (turbine 76, motor 72m) generates electric power by electromagnetic induction by rotating the rotor (72mr) of the motor (72m) of the electric pump by the surplus flow fed back by the flow return path, and And a charging unit (15b) for charging the battery (sub-battery 17 and main battery 16) with the received power.

As a result, the surplus flow in the hydraulic circuit is effectively used as a power source for charging the battery.
Therefore, the charging frequency of the main battery using the alternator can be reduced, and fuel consumption can be improved.

  In the power control system according to the embodiment, the battery includes at least the main battery and the sub battery, the charging unit charges the sub battery by the power obtained by the power generation unit, and the electric pump is driven by the sub battery. It is assumed.

This makes it possible to suppress the amount of power taken out of the main battery when driving the electric pump.
Therefore, the power balance related to the drive of the electric pump can be improved, and the charging frequency of the main battery using the alternator can be reduced to improve the fuel consumption.

  Furthermore, in the power control system of the embodiment, the vehicle has an idling stop function of the engine, and the electric pump is configured to be driven by the battery in a state where the engine is stopped by the idling stop function.

Thus, the electric power charged by the charging unit is used as the electric power for driving the electric pump during idling stop.
Therefore, it is possible to lower the possibility that the charging of the main battery by the alternator should be started, ie, the possibility that the engine will be restarted, is lowered. It is possible to extend the stop time.

  Furthermore, in the power control system according to the embodiment, the electric pump discharges the hydraulic oil by rotating the rotor (72r) of the pump unit (72p) by the motor, and the motor is driven A transmission control mechanism (one-way clutch 72c) is provided which transmits the rotational force to the rotor and does not transmit the rotational force at the time of power generation of the motor to the rotor.

Thereby, it is possible to prevent the rotor of the electric pump from being reversely rotated with the power generation.
Therefore, it is possible to prevent the hydraulic oil from flowing back to the suction side of the electric pump, and to prevent the power transmission device from malfunctioning due to the back flow.

  Further, in the power control system of the embodiment, the power transmission device includes a mechanical pump side oil passage (discharge oil passage Y2) by which the mechanical pump discharges the hydraulic oil, and a mechanical pump side oil passage by which the electric pump discharges the hydraulic oil. And an electric pump side oil passage (discharge oil passage Y7) joined to the electric motor, and a check valve inserted in the electric pump side oil passage to block the inflow of hydraulic oil from the mechanical pump side oil passage to the electric pump Same as 76).

Thereby, the backflow prevention effect of hydraulic fluid is enhanced.
Therefore, the malfunction prevention effect of a power transmission device can be heightened.

  Furthermore, in the power control system of the embodiment, the electric pump can be driven only by the power of the sub-battery (see FIGS. 2 and 4).

This makes it possible to prevent the power from the main battery from being used to drive the electric pump.
Since various in-vehicle electronic devices are connected to the main battery, noise is easily mixed in the output line of the main battery, and when the electric pump is driven by the power of the main battery, the electric pump (motor) is affected by the noise Operation may become unstable.
According to the above configuration, the possibility of noise mixing in the power supply line of the electric pump can be reduced, and hence the operation stability of the electric pump can be improved.

  Furthermore, the power control system of the embodiment includes a transmission device control unit (transmission device control unit 13 or 13A) as a computer device that performs operation control of the power transmission device, and at least a main battery and a sub battery as batteries. The charging unit is configured to charge the sub-battery with the power obtained by the power generation unit, and the power supply voltage of the transmission device control unit is supplied from the sub-battery.

As a result, the power supply voltage of the transmission device control unit is supplied from the sub-battery that performs charging based on the surplus flow.
Therefore, since the amount of power carried out from the main battery can be suppressed when operating the transmission device control unit, the charging frequency of the main battery using the alternator can be reduced, and fuel consumption can be improved.

<4. Modified example>
As mentioned above, although embodiment concerning this invention was described, this invention is not limited to an above-described specific example, and can employ | adopt various structures.
For example, although the example in which the present invention is applied to a vehicle having an idling stop function has been described above, the present invention can be suitably applied to a vehicle having no idling stop function.

  DESCRIPTION OF SYMBOLS 1, 1A, 1B Vehicle, 2 engine, 3 power transmission device, 7 oil pressure control part, 13, 13A transmission device control unit, 14 buses, 15, 15A pump control part, 16 main battery, 17 sub battery, 71 mechanical pump, 72 electric pump, 72m motor, 72mr rotor, 72c one-way clutch, 72p pump unit, 72r rotor, 75 turbine, Rt turbine chamber, 76 check valve, 15a motor drive unit, 15b charge unit, SW1 charge / drive changeover switch, SWc Charge destination changeover switch, SWd Drive source changeover switch, Y1, Y6 suction oil path, Y2, Y7 Discharge oil path, Y8 feedback oil path

Claims (7)

A mechanical pump and an electric pump driven based on engine power are provided as discharge sources of hydraulic oil, and an excess flow of the hydraulic oil generated in a hydraulic circuit of the hydraulic oil is returned to the suction path of the mechanical pump A power control system in a vehicle having a power transmission device having a surplus flow return path formed therein,
A power generation unit configured to generate electric power by electromagnetic induction by rotating a rotor of a motor of the electric pump by the surplus flow returned by the surplus flow return path;
And a charging unit configured to charge a battery with the power obtained by the power generation unit. As a battery, it has at least a main battery and a sub battery,
The charging unit charges the sub-battery with the power obtained by the power generation unit,
The power control system according to claim 1, wherein the electric pump is driven by the sub-battery. The vehicle has an idling stop function of the engine,
The electric pump is
The power control system according to claim 1 or 2, wherein the engine is driven by the battery in a state where the engine is stopped by the idling stop function. The electric pump is configured to discharge the hydraulic oil by rotating a rotor of a pump unit by the motor.
The power control according to any one of claims 1 to 3, further comprising a transmission control mechanism which transmits the rotational force at the time of driving the motor to the rotor and does not transmit the rotational force at the time of power generation of the motor to the rotor. system. The power transmission device
The mechanical pump has a mechanical pump side oil passage through which the hydraulic fluid is discharged, and the electric pump discharges the hydraulic fluid so that the electric pump side oil passage is joined to the mechanical pump side oil passage.
The power control system according to claim 4, further comprising a check valve inserted in the electric pump side oil passage and configured to prevent the hydraulic oil from flowing from the mechanical pump side oil passage to the electric pump side. The power control system according to claim 2, wherein the electric pump can be driven by only the power of the sub-battery. A transmission device control unit as a computer device that controls the operation of the power transmission device.
As a battery, it has at least a main battery and a sub battery,
The charging unit charges the sub-battery with the power obtained by the power generation unit,
The power control system according to any one of claims 1 to 6, wherein a power supply voltage of the transmission device control unit is supplied from the sub-battery.

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