JP3146743B2 - Retarder device - Google Patents

Abstract

PURPOSE:To carry out electric supply general vehicle electrical equipments without using a DC-DC converter by providing a means which makes a cage-like multiphase inductor serve as a motor or a generator according to an operation condition of an engine, and a means which makes it function as a generator by the help of a low pressure coil and a low pressure battery. CONSTITUTION:An ignition signal S1 of an engine 1, an engine speed N, a gear ratio (i) of a transmission 2 are input to a control device 20. A high and a low pressure coils 3e, 3d of an inductor 3 are controlled through a first and a second inverters 4, 8. The low pressure coil 3d is connected to the second inverter 8 through a low voltage battery 9 and a contacter 10 to be supplied to a vehicle electrical equipments. At the time of charging, the generated alternate voltage is charged to the low pressure battery 9 as dc current. At the time of electric discharging, the voltage of the low pressure battery 9 is applied. The first inverter 4 is connected to a high pressure battery 9, a chopper 7 and the high pressure coil 3e. By varying the voltage and frequency applied thereto, a torque of the inductor 3 is varied. Electric charging is carried out to the vehicle electrical equipments without using a DC-DC converter.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a retarder used for a vehicle such as an automobile.

[0002]

2. Description of the Related Art Japanese Unexamined Patent Publication (Kokai) No. 4-207907 discloses a squirrel-cage polyphase induction machine arranged in series between an engine crankshaft and a transmission, and an electric motor connected to a stator side of the induction machine via an inverter. And a battery connected to the
At the time of engine braking, the induction machine performs electric braking, and at the same time, functions as a generator, converts mechanical energy into electric energy to charge the battery, and uses the charged electric energy at the time of engine start and acceleration. A retarder device that makes a lever induction machine function as an electric motor and is used as a starter and an acceleration assist device is described. The squirrel-cage multi-phase induction machine of this retarder device must generate a high torque in order to directly rotate the crankshaft at the time of engine start and acceleration, and a high-voltage drive induction machine is used. The voltage is also set to a high voltage accordingly.

[0003]

In the above-mentioned prior art, electric components such as headlights in a vehicle have a general DC low-voltage specification, and the DC-DC converter for stepping down the battery voltage is required. It is. This converter is expensive and greatly increases the cost of the retarder device.

Accordingly, an object of the present invention is to provide an expensive DC-D
An object of the present invention is to provide a retarder device capable of supplying electricity to general vehicle electrical components without using a C converter.

[0005]

SUMMARY OF THE INVENTION A retarder device according to the present invention is mounted on an engine drive system and has a squirrel-cage polyphase induction machine whose stator has a double winding structure composed of a high voltage winding and a low voltage winding. A high-voltage battery, a low-voltage battery for engine electrical components, and first control means for using the high-voltage winding and the high-voltage battery to cause the cage-type polyphase induction machine to function as a motor or a generator depending on the engine operating state. And second control means for using the low-voltage winding and the low-voltage battery to cause the squirrel-cage polyphase induction machine to function as a generator according to the operating state of the engine.

[0006]

In the above-described retarder device, the cage of the cage type polyphase induction machine mounted on the engine drive system has a double winding structure composed of a high voltage winding and a low voltage winding, and the first control means includes: Using the high-voltage winding and the high-voltage battery to make the squirrel-cage polyphase induction machine function as a motor or a generator depending on the engine operating state,
The control means uses the low-voltage winding and the low-voltage battery for engine electrical components to cause the squirrel-cage polyphase induction machine to function as a generator according to the operating state of the engine.

[0007]

FIG. 1 is a schematic diagram showing a configuration of a retarder device according to the present invention. In the figure, 1 is an engine, 2 is a transmission, and 3 is a squirrel-cage three-phase induction machine arranged in series between the two. As shown in FIG. 2 showing a cross section of the induction machine 3, one end of a rotating shaft 3f is directly connected to the engine crankshaft, and the other end is directly connected to the transmission 2 (not shown). A cage winding 3b is mounted on a rotor core 3a arranged around the rotation shaft 3f, and a low-voltage winding 3d and a high-voltage winding 3e are mounted on the stator core 3c.

The high-voltage winding 3 e of the induction machine 3 is electrically connected via a first inverter 4 to a DC high-voltage battery 5, a resistor 6 arranged in parallel with the DC high-voltage battery 5, and a chopper 7 for controlling the energization thereof. The low-voltage winding 3 d is electrically connected to a DC low-voltage battery 9 via a second inverter 8. A contactor 10 is provided between the second inverter 8 and the low-voltage battery 9. The low-voltage battery 9 is for supplying electricity to electric components of the vehicle. The second inverter 8 is composed of a transistor and a diode. When controlled on the charging side, the second inverter 8 converts an AC voltage generated in the low-voltage winding 3d into a DC voltage to charge the low-voltage battery 9 and, conversely, When the voltage is controlled to the discharging side, the voltage of the low voltage battery 9 can be applied to the low voltage winding 3d. The first inverter 4 is the same, but can change the magnetic flux generated by changing the voltage and frequency applied to the high-voltage winding 3e and the induction machine torque.

A control device 20 for controlling the first and second inverters 4 and 8, the chopper 7, and the contactor 10 according to the engine operating state is provided.
The voltage Vh and current I1 of the high-voltage battery 5, the voltage Vl of the low-voltage battery 9, the current I2 of the high-voltage winding 3e, the rotor speed of the inductor 3, ie, the engine speed N, the gear ratio i of the transmission 2, the ignition of the engine 1 A signal S1, an accelerator opening θ in the vehicle, a brake oil pressure p, an ignition-on signal S2, a starter-on signal S3, a vehicle speed v, a brake switch signal S4, and the like are input.

The above-described control by the control device 20 is performed according to a main flowchart shown in FIG. This main flow chart shows that when the ignition is turned on,
That is, the process is executed at the same time as the input of the ignition-on signal S2, and is repeated until the ignition is turned off, that is, until the input of the ignition-on signal S2 is stopped. First, in step 101, it is determined whether or not the starter switch-on signal S3 has been input. When this determination is denied, the routine proceeds to step 102, where it is determined whether or not the engine speed N is zero. When this determination is affirmative, that is, before the engine is started, the process returns to step 101. When the determination is negative, that is, after the engine start is completed, the routine proceeds to step 103.

In step 103, it is determined whether or not the engine speed N is equal to or more than N1 and equal to or less than N2, that is, whether or not the engine speed is within a predetermined range indicating the engine idling operation state. When this determination is denied, the routine proceeds to step 104, where the increase amount Δθ of the accelerator opening is a value θ indicating the engine acceleration operation state.
It is determined whether it is one or more. When this determination is denied, the routine proceeds to step 105, where the brake switch signal S
It is determined whether or not 4 has been input, that is, whether or not the brake has been depressed by the driver.

When the determination in step 101 is affirmative, it is when the driver intends to start the engine, and in step 108, the engine start control is executed. When the determination in step 103 is affirmative, the engine is in the idling operation state, and in step 109, the engine idling control is executed. When the determination in step 104 is affirmative, the engine is in the accelerating operation state, and in step 110, the engine acceleration control is executed. When the determination in step 105 is affirmative, engine braking is being performed, and in step 111, engine braking control is executed. When all the determinations in steps 101 to 105 are denied, the engine is in the steady operation state, and the chopper 7 may be turned on in the above-described engine braking control. ,
In step 107, the engine steady state control is executed.

The engine start control is performed according to a flowchart shown in FIG. This control is a control for causing the inductor 3 to function as a motor and to use the inductor 3 as a starter. First, in step 201, it is determined whether or not the engine speed N is zero. When this determination is affirmed, the routine proceeds to step 202, where the current voltage V of the high voltage battery 5 is
h is the minimum voltage V1 at which the inductor 3 can be driven as a starter
It is determined whether this is the case.

When the determination is affirmative, the routine proceeds to step 203, where the contactor 10 is turned off. This is because the second inverter 8 is normally controlled on the charging side, and this charging, which becomes a load when the induction machine 3 is used as a starter, is stopped. In step 204, the magnetic flux phi is the maximum value that occurs in the high voltage winding 3e of the induction machine 3 phi _{MA X}
In step 205, the first inverter 4 is controlled to calculate the optimum torque T according to the engine speed N of the induction machine 3, and in step 206, the induction machine 3 generates the torque T. The above pulse signal is vector-operated and supplied to the first inverter 4 so that the induction machine 3 functions as an electric motor.

Next, at step 207, it is determined whether or not the engine speed N is equal to or higher than the minimum engine speed N1 indicating the idling state of the engine. If this determination is denied, the process returns to step 202 and the subsequent processing is performed. Is repeated.
On the other hand, when the determination in step 207 is affirmative, the process proceeds to step 208, in which the application of the voltage to the high-voltage winding 3e is stopped, and the process returns to the main flowchart.

When the determination in step 202 is negative, that is, when the current voltage Vh of the high-voltage battery 5 is lower than the minimum voltage V1, the process proceeds to step 209, where the contactor 10 is turned on. The first inverter 4 is controlled to the charging side, the second inverter 8 is controlled to the discharging side, and the low-voltage battery 9 is controlled by utilizing that the low-voltage winding 3d and the high-voltage winding 3e are configured like a transformer. To the high-voltage battery 5 from.
Next, in step 211, whether the current voltage Vh is less than the maximum voltage V _MAX of the high voltage battery 5 is determined, when the affirmative determination is charged in step 210 is sustained, this determination is negated Then step 212
And the charging is stopped.

When the determination in step 101 is denied, that is, when the starter switch is still turned on despite the engine idling, the flow returns to the main flowchart. With such engine start control, the induction machine 3 is used as a high-voltage electric motor, and the engine crankshaft can be directly driven by the generated high torque, whereby reliable engine start is realized. This eliminates the need for a general starter.

The engine idling control is performed according to a flowchart shown in FIG. This control is for causing the induction machine 3 to function as an electric motor and for suppressing engine vibration during idling of the engine. First, in step 301, the contactor 10 is turned on. Thereby, the low-voltage battery 9 is normally charged via the second inverter 8 controlled on the charging side. Next, at step 302, the charging voltage is a predetermined voltage V less than the allowable voltage of the electrical component.
The magnetic flux φ generated by the high-voltage winding 3e is calculated in consideration of the engine speed N so as to be e, and the first inverter 4 is controlled so that the value is generated in the high-voltage winding 3e of the induction machine 3.

Next, the routine proceeds to step 303, where it is determined whether or not the ignition signal S1 of the engine 1 has been input. When this judgment is affirmed, the count value m is set to zero in step 304, and when this judgment is denied, the process jumps to step 305 and the count value m is incremented by one. That is, the count value m indicates the elapsed time from the ignition of an arbitrary cylinder to the ignition of the cylinder that will be subjected to the next explosion stroke. Next, the routine proceeds to step 306, where the torque should be generated at present based on the count value m and the engine speed N in order to generate a torque having a phase opposite to that of the engine vibration cycle in the induction machine 3 using the high-voltage winding 3e. The torque T is calculated, and step 307 is executed.
, A pulse signal for causing the induction machine 3 to generate the torque T is vector-operated and given to the first inverter 4 so that the induction machine 3 functions as an electric motor, and the process returns to the main flowchart. Since the engine vibration during idling is suppressed by such engine idling control, the idling speed can be suppressed low, and fuel efficiency can be reduced. At the same time, charging of the low-voltage battery 9 is realized.

The control during acceleration of the engine is performed according to a flowchart shown in FIG. This control is for making the induction machine 3 function as an electric motor and assisting the acceleration of the vehicle. This acceleration assist is executed when the engine generated torque is relatively low. First, at step 401, the current vehicle speed v is changed to the predetermined speed vl of the engine low torque operation.
It is determined whether: When this determination is denied, acceleration assist cannot be performed by the induction machine 3, and the process returns to the main flowchart.

When the determination at step 401 is affirmative, the routine proceeds to step 402, where it is determined whether or not the current voltage Vh of the high-voltage battery 5 is equal to or higher than the minimum voltage V2 at which acceleration assist is possible. When it is performed, acceleration assist is impossible, and the process returns to the main flowchart. When the determination in step 402 is affirmative, the contactor 10 is turned off in step 403 to stop charging the low-voltage battery 9 serving as a load.

Next, in step 404, a torque T to be generated by the induction machine 3 is calculated based on the gear ratio i of the transmission 2 and the engine speed N, and in step 405, this torque T is generated in the induction machine 3. A pulse signal for causing the induction machine to perform vector calculation is provided to the first inverter 4 to cause the induction machine 3 to function as an electric motor, perform acceleration assist, and return to the main flowchart.

The engine braking control is performed according to a flowchart shown in FIG. This control is for causing the induction machine 3 to function as a generator, improving the braking performance of the vehicle, and recovering mechanical energy conventionally discharged as brake heat to the batteries 5 and 9 as electric energy. . First, in step 501, it is determined whether the vehicle speed v is equal to or higher than a relatively high predetermined speed v2. When this determination is affirmative, the voltage generated by the low voltage winding 3d may exceed the allowable voltage Ve of the electrical component, and the contactor 10 is turned off in step 502 to stop charging the low voltage battery 9. .

Next, in step 503, the first inverter 4 is controlled such that the magnetic flux φ generated in the high-voltage winding 3e of the induction machine 3 has the maximum value φ _{MAX in} order to obtain the maximum braking force. Optimum torque generated by induction machine 3 based on brake hydraulic pressure p and gear ratio i of transmission 2
T is calculated, and in step 505, the high voltage battery 5
In order to prevent overcharging, the duty ratio σ of the chopper 7 is calculated based on the voltage Vh of the high-voltage battery 5 in order to discharge the excess current due to the heat generated by the resistor 6.

Next, at step 506, the chopper 7 is controlled based on the duty ratio σ, and at step 507, a pulse signal for generating the above-mentioned optimum torque -T is vector-operated and given to the first inverter 4. The induction machine 3 is caused to function as a generator, and the process returns to the main flowchart.

On the other hand, if the determination in step 501 is negative, the procedure proceeds to step 508 to turn on the contactor 10 because the low-voltage battery 9 can be charged. Next, in step 509, the magnetic flux φ generated by the high-voltage winding 3e is calculated in consideration of the engine speed N so that the charging voltage becomes a predetermined voltage Ve less than the allowable voltage of the electrical components. Is executed.

The engine steady state control is performed according to a flowchart shown in FIG. This control is for making the induction machine 3 function as a generator and charging the batteries 5 and 9. First, in step 601, the low-voltage battery 9
The contactor 10 is turned on to charge the battery, and in step 602, the voltage is generated by the high-voltage winding 3e in consideration of the engine speed N such that the charging voltage becomes a predetermined voltage Ve lower than the allowable voltage of the electrical components. Calculate the magnetic flux φ.

Next, in step 603, the high-pressure battery
The voltage Vh of the battery 5 is the voltage V when fully charged. _MAXLess than
Is determined. Step 6 when this judgment is denied
04, and it is unnecessary to charge the high-voltage battery 5
The capacitor current I is set to zero and
When the determination at 603 is affirmative, the capacitor current I
Is set to a value corresponding to the voltage value. Then step 60
5, the magnetic flux φ and the capacitor current I
Vector operation of the pulse signal is given to the first inverter 4
The induction machine 3 is made to function as a generator, and the main flow
Return to In this control, of course, the low-voltage battery
9 has reached the voltage at full charge,
It is also possible to turn off the contactor 10 to stop it.
You.

[0029]

As described above, according to the retarder apparatus of the present invention, the stator of the cage type polyphase induction machine mounted on the engine drive system has a double winding structure comprising a high voltage winding and a low voltage winding. And the first control means uses the high-voltage winding and the high-voltage battery to cause the squirrel-cage polyphase induction machine to function as a motor or a generator depending on the operating state of the engine. And a starter and an acceleration assist function at the time of starting and accelerating the engine using the electric energy charged in the high-voltage battery at that time, and the second control means uses the low-voltage winding and the low-voltage battery to operate the car. In order for the polymorphic induction machine to function as a generator depending on the engine operating conditions, the power supply to the electrical components
The operation can be performed by using the low-voltage battery, and an expensive DC-DC converter that has been conventionally required is not required, and an increase in the cost of the retarder device can be prevented. In addition, the conventional high-voltage battery had a considerably large capacity because it was in charge of supplying electricity to electrical components, but the high-voltage battery used in the present invention requires only several tens of seconds when the engine is started. It is sufficient that the induction machine can be energized, and its capacity can be considerably reduced. Further, a capacitor can be used instead.

[Brief description of the drawings]

FIG. 1 is a schematic diagram showing a configuration of a retarder device according to the present invention.

FIG. 2 is a sectional view of a squirrel-cage three-phase induction machine used in the retarder device of FIG.

FIG. 3 is a main flowchart for controlling a retarder device.

FIG. 4 is a flowchart for engine start control.

FIG. 5 is a flowchart for engine idle control.

FIG. 6 is a flowchart for control during engine acceleration.

FIG. 7 is a flowchart for control during engine braking.

FIG. 8 is a flowchart for engine steady-state control.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... Transmission 3 ... Induction machine 3d ... Low voltage winding 3e ... High voltage winding 4 ... First inverter 5 ... High voltage battery 6 ... Resistor 8 ... Second inverter 9 ... Low voltage battery 20 ... Control device

────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁷ Identification symbol FI H02J 7/14 B60K 9/00 E (56) References JP-A-5-272439 (JP, A) JP-A-2-74419 ( JP, A) JP-A-62-2838 (JP, A) JP-T-63-502793 (JP, A) (58) Fields investigated (Int. Cl. ⁷ , DB name) F02N 11/04 B60K 6/02 B60L 7/22 B60L 11/14 B60T 1/10 H02J 7/14

Claims (1)

(57) [Claims] 1. A squirrel-cage polyphase induction machine which is mounted on an engine drive system and has a stator having a double winding structure comprising a high voltage winding and a low voltage winding, a high voltage battery, and a low voltage for engine electrical components. A battery, first control means for using the high-voltage winding and the high-voltage battery to cause the squirrel-cage polyphase induction machine to function as a motor or a generator depending on an engine operation state, and using the low-voltage winding and the low-voltage battery And a second control means for causing the cage-type polyphase induction machine to function as a generator depending on an engine operating state.