JP4140168B2 - Auxiliary machine drive device for vehicle having intermittent operation function of internal combustion engine - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an auxiliary-machine driving device that can easily be mounted having good power transmission efficiency. SOLUTION: The auxiliary-machine driving unit 80 is provided with a motor 81 for driving the auxiliary machine, an oil-hydraulic pump 82 that generates oil hydraulics, and an AC compressor 83 that circulates a coolant for an air conditioner. The output shaft 813 of the motor 81 is coupled with the input shaft 821 of the oil-hydraulic pump 82 via a first clutch 86 in such a way as to make it possible to be engaged or disengaged. The output shaft 814 of the motor 81 is coupled with the input shaft 831 of the AC compressor 83 via a second clutch 87 in such a way as to make it possible to be engaged or disengaged. The control of the coupling state of the first and second clutches 86, 87 enables a required auxiliary machine to be driven.

Description

[0001]
BACKGROUND OF THE INVENTION
The present invention relates to an accessory drive device for driving an accessory when the operation of an internal combustion engine is stopped.
[0002]
[Prior art]
A vehicle that automatically stops the operation of the internal combustion engine when the vehicle is temporarily stopped, such as waiting for a signal while the vehicle is running, or an electric motor as a power source in addition to the internal combustion engine. Hybrid vehicles that automatically stop engine operation have been proposed. These vehicles are equipped with an accessory driving electric motor for driving auxiliary machinery such as a power steering pump and an air conditioner compressor when the internal combustion engine is stopped (when the vehicle is running and when the vehicle is stopped).
[0003]
Each of these auxiliary machines and auxiliary motors for driving the auxiliary machines are usually arranged independently around the internal combustion engine. The output shaft of the auxiliary machine driving motor, the output shaft of the internal combustion engine, and the input shaft of each auxiliary machine Transmission of power between the two is generally performed via a fan belt mounted on each output shaft and input shaft.
[0004]
[Problems to be solved by the invention]
However, since each auxiliary machine is independently arranged on the premise of being driven by the internal combustion engine, when these auxiliary machines are driven by an auxiliary machine driving motor, they are not necessarily arranged appropriately from the viewpoint of power transmission efficiency. I couldn't say. Further, when the auxiliary machine is driven, all auxiliary machines including auxiliary machines that do not need to be driven are driven, and it cannot be said that the energy efficiency of the entire vehicle is high. Furthermore, the auxiliary drive motor and each auxiliary machine must be mounted independently, and the mountability is poor, and the arrangement of each auxiliary machine including the auxiliary drive motor effectively uses the internal combustion engine storage space. I couldn't say.
[0005]
The present invention has been made to solve the above-described problems, and an object thereof is to provide an accessory drive device that has good mountability and high power transmission efficiency. It is another object of the present invention to provide an accessory drive device that can effectively use the accommodation space.
[0006]
[Means for solving the problems and their functions and effects]
In order to solve the above-described problems, a first aspect of the present invention is an auxiliary machine that drives an auxiliary machine while the operation of the internal combustion engine is stopped in a vehicle that can execute the operation stop and operation restart of the internal combustion engine according to the vehicle state. A drive device is provided. An auxiliary machine drive device according to a first aspect of the present invention includes an output shaft that drives the auxiliary machine, and an electric motor that converts electrical energy and mechanical energy, and is disposed on the same axis as the output shaft of the electric motor. And an auxiliary machine having an input shaft coupled to the output shaft of the electric motor, and a control means for controlling the electric motor.
[0007]
According to the accessory drive apparatus according to the first aspect of the present invention, the motor and the accessory are arranged on the same axis, and the output shaft of the motor and the input shaft of the accessory are coupled. Since it is provided, it becomes possible to improve the mountability of the accessory drive device, and the accommodation space can be used effectively. In addition, the driving force of the electric motor can be efficiently transmitted to the auxiliary machine.
[0008]
The auxiliary machine drive device according to the first aspect of the present invention is further disposed between the output shaft of the electric motor and the input shaft of the auxiliary machine, and the output shaft of the electric motor and the input shaft of the auxiliary machine. In addition to the control of the electric motor, the control means may control the operation of the connection means. When such a configuration is provided, it is possible to release the coupling between the auxiliary machine and the electric motor when it is not necessary to drive the auxiliary machine, thereby reducing the load on the electric motor when the internal combustion engine is started by the electric motor. can do.
[0009]
In the auxiliary machine drive device according to the first aspect of the present invention, the auxiliary machine includes a first auxiliary machine arranged at one end of the electric motor and a second auxiliary machine arranged at the other end of the electric motor. And the output shaft of the electric motor projects from both ends of the electric motor so as to be connectable with the input shafts of the first and second auxiliary machines, and the coupling mechanism is connected to the output shaft of the electric motor. A first joining mechanism disposed between one end of the first auxiliary machine and the input shaft of the first auxiliary machine may be included. The joining mechanism may include a second joining mechanism disposed between the other end of the output shaft of the electric motor and the input shaft of the second auxiliary machine. In the case of having such a configuration, the coupling between the electric motor and each auxiliary machine can be released / joined independently for each auxiliary machine, so that the auxiliary machine that does not need to be driven is separated from the auxiliary machine drive system. The load on the electric motor can be reduced.
[0010]
In the accessory driving apparatus according to the first aspect of the present invention, when the control unit drives the first accessory, the first connecting mechanism is set in a power transmission allowable state, and the electric motor is operated. Can be driven. In addition, when the second auxiliary machine is driven, the control means sets the second coupling mechanism to a power transmission allowable state and operates the electric motor. When such a configuration is provided, it is possible to control the coupling state between the (various) auxiliary machine and the electric motor in more detail.
[0011]
In the accessory driving apparatus according to the first aspect of the present invention, the accessory includes a first accessory and a second accessory disposed at one end of the electric motor, and the joining mechanism includes: A first coupling mechanism disposed between one end of the output shaft of the electric motor and the input shaft of the first auxiliary machine can be included. The joining mechanism may include a second joining mechanism disposed between the input shaft of the first auxiliary machine and the input shaft of the second auxiliary machine. In the case of having such a configuration, it is possible to further realize the positional relationship between various auxiliary machines and electric motors. When the second joining mechanism is provided, the driving states of the first auxiliary machine and the second auxiliary machine can be changed independently.
[0012]
In the auxiliary drive apparatus according to the first aspect of the present invention, the internal combustion engine includes an output shaft that outputs a driving force, and the auxiliary drive apparatus further includes one end of an output shaft of the electric motor and an output of the internal combustion engine. A power transmission means for allowing power transmission between the shaft and the power transmission means between the power transmission means and the output shaft of the internal combustion engine; and between the power transmission means and the output shaft of the internal combustion engine. A third joint mechanism that cuts off or allows power transmission of the third joint mechanism, and the control means controls the operation of the third joint mechanism in addition to the joint mechanism, and when the auxiliary machine is driven, You may make it make a 3rd joining mechanism into a power transmission interruption | blocking state. When such a configuration is provided, the internal combustion engine can be shut off from the accessory drive system while the accessory is being driven, so the load on the motor can be reduced.
[0013]
In the accessory driving apparatus according to the first aspect of the present invention, when the control means generates electric power by the electric motor, the first and second coupling mechanisms are set in a power cut-off state, and the third The joining mechanism may be in a power transmission state. Further, when the internal combustion engine is started by the electric motor, the control means sets the first and second coupling mechanisms to a power cut-off state and sets the third coupling mechanism to a power transmission state. May be. By providing such a configuration, it is possible to generate necessary power without providing another generator. Further, the internal combustion engine can be started without providing any other starting motor.
[0014]
In the accessory driving apparatus according to the first aspect of the present invention, when the control means drives at least one of the first and second accessories by the internal combustion engine, the corresponding first and second At least one of the second joining mechanisms can be in a power transmission state, and the third joining mechanism can be in a power transmission state. By providing such a configuration, the auxiliary machine can be driven by the internal combustion engine.
[0015]
According to a second aspect of the present invention, there is provided a vehicle including the accessory drive device according to the first aspect of the present invention. In the vehicle according to the second aspect of the present invention, the accessory drive device may be arranged in parallel with the output shaft of the internal combustion engine. According to the vehicle according to the second aspect of the present invention, since the accessory driving device according to the first aspect of the present invention is provided, it is possible to improve the mountability of the accessory and the like in the vehicle. In addition, the energy efficiency of the entire vehicle can be improved.
[0016]
DETAILED DESCRIPTION OF THE INVENTION
DESCRIPTION OF EMBODIMENTS Hereinafter, an auxiliary machine driving device according to the present invention will be described based on examples with reference to the drawings.
First, a schematic configuration of a vehicle in which the accessory driving apparatus according to the present embodiment can be used will be described with reference to FIGS. FIG. 1 is a block diagram showing a schematic configuration of a vehicle that can be used in the following embodiments. FIG. 2 is an explanatory diagram showing an arrangement relationship between the auxiliary machine driving device and the engine according to this embodiment. FIG. 3 is an explanatory diagram showing a configuration of an auxiliary machine drive unit which is an auxiliary machine drive apparatus according to the present embodiment. FIG. 4 is a block diagram showing a control circuit configuration of the vehicle.
[0017]
The vehicle includes a gasoline engine (combustion engine) 10, a first motor 20, and a second motor 30 as main power sources. The first motor 20 controls the connection and release of the crankshaft 12 and the drive shaft 40 of the engine 10 and amplifies the torque of the engine 10. The second motor 30 serves as a power source during EV travel and supplements the insufficient torque of the engine 10. The drive shaft 40 is connected to a wheel 43 via a differential gear 41 and an axle 42.
[0018]
The engine 10 ignites an air-fuel mixture introduced into a cylinder via an injector 13 for injecting gasoline fuel toward an intake port to form an air-fuel mixture with intake air and an intake valve (not shown). A spark plug 14 and a crankshaft 12 for transmitting the output to the outside of the engine 10 are provided. The igniter 15 that supplies a high voltage to the injector 13 and the spark plug 14 is controlled by the control unit 60. The spark plug 14 changes the high voltage supplied from the igniter 15 to an electric spark at the timing instructed by the control unit 60, whereby the air-fuel mixture is ignited and explodes and burns. The energy generated by the explosive combustion is output to the outside through the crankshaft 12. An engine speed sensor 50 is provided in the vicinity of the crankshaft 12 to detect the engine speed Ne (crankshaft speed) and transmit it to the control unit 60. A crankshaft pulley 120 is attached to one end of the crankshaft 12 via an engine power cutoff clutch 16. The engine power cut-off clutch 16 in this embodiment is an electromagnetic clutch. In FIG. 1, only one injector 13 is representatively shown, but it goes without saying that it can be provided for each cylinder.
[0019]
An auxiliary machine drive unit 80 is disposed around the engine 10. The configuration of the accessory drive unit 80 will be described with reference to FIG. For ease of understanding, a part of FIG. 3 is schematically shown. The auxiliary machine drive unit 80 includes auxiliary machines such as an auxiliary machine drive motor 81, a hydraulic pump 82 for generating hydraulic pressure, and an air conditioner compressor (A / C compressor) 83 for circulating a refrigerant for the air conditioner. The case 84 is integrally disposed. The accessory drive motor 81 includes a stator 811 having a three-phase coil and a rotor 812 having a plurality of permanent magnets on the outer peripheral surface. The stator 811 is connected to the battery 210 via the first inverter 200, and the control unit 60 is connected to the first inverter 200. A hollow output shaft 813 extends from the rotor 812 to the hydraulic pump 82 side, and a solid output shaft 814 extends from the rotor 812 to the A / C compressor 83 side. Both output shafts 813 and 814 are rotatably supported by the outer case 84 via bearings 841. One end of the external output shaft 85 is coupled to the hollow portion of the output shaft 813. The other end of the external output shaft 85 is rotatably supported by an external case 84 via a bearing 841 and a pulley 851 is attached.
[0020]
The output shaft 813 of the accessory drive motor 81 and the input shaft 821 of the hydraulic pump 82 are coupled to each other via a first clutch 86 so as to be connectable or releasable. The input shaft 831 of the C compressor 83 is coupled to the input shaft 831 via the second clutch 87 so as to be connected or released. In addition, the 1st and 2nd clutches 86 and 87 in a present Example are electromagnetic clutches. The hydraulic pump 82 is a general pump such as a vane type, a trochoid type, or a swash plate type, and includes a hydraulic oil suction port 82S and a discharge port 82D. The oil discharged from the hydraulic pump 82 is adjusted in pressure and flow rate by a hydraulic circuit (not shown) and then supplied to a power steering actuator (not shown), the engine 10 and the like. The A / C compressor 83 is a general compressor such as a vane type, a swash plate type, or a scroll type, and includes a refrigerant suction port 83S and a discharge port 83D.
[0021]
A transmission belt 17 is mounted on the pulley 851 of the accessory drive unit 80 and the crankshaft pulley 120 of the engine 10 so that the power of the crankshaft 12 can be transmitted to the accessory drive unit 80 and the accessory drive. The output from the unit 80 can be transmitted to the engine 10. The transmission belt 17 is a so-called V-belt having a trapezoidal cross-sectional shape, or a so-called V-belt having a thickness that is thinner and wider than that of the V-belt and a plurality of V-shaped grooves are formed along the direction of rotation. A rib belt or the like is used.
[0022]
The hydraulic pump 82 and the A / C compressor 83 in the auxiliary machine drive unit 80 are driven by the driving force output from the crankshaft 12 during operation of the engine 10, and the auxiliary machine drive unit during operation stop of the engine 10. It is driven by an auxiliary machine drive motor 81 in 80. Further, when the operation of the engine 10 is stopped, the engine power cut-off clutch 16 is turned off (released), and the load on the auxiliary machine drive motor 81 is reduced by cutting off the engine 10 from the drive system. Further, when the engine is started, the engine 10 is cranked (motored) by the accessory drive motor 81 to increase the engine speed to the start speed. Details of the switching control will be described later.
[0023]
The first motor 20 is a three-phase synchronous motor and includes an outer rotor 21 and an inner rotor 22. A plurality of permanent magnets 26 are provided on the outer peripheral surface of the inner rotor 22. The rotating shaft 27 of the inner rotor 22 passes through the internal space of the hollow rotating shaft 24 and is then coupled to the crankshaft 12 via the flywheel 18. Between the flywheel 18 on the rotation shaft 27 of the inner rotor 22 and the second motor 30, a first resolver 51 that detects the rotational speed Nd of the inner rotor 22 is disposed. A three-phase coil 23 is formed by winding a three-phase coil in a slot (not shown) formed in the outer rotor 21. Electric power is supplied to the three-phase coil 23 through a slip ring 25 that is slidable with respect to the hollow rotary shaft 24 of the outer rotor 21. A second inverter 220 is connected to the slip ring 25, and a control unit 60 and a battery 210 are connected to the second inverter 220. One end of the outer rotor 21 is coupled to the drive shaft 40, and the drive shaft 40 is connected to the axle 42 via a differential gear 41. In the vicinity of the drive shaft 40 between the first motor 20 and the differential gear 41, a second resolver 52 that detects the rotational speed of the outer rotor 21 is disposed. Wheels 43 are attached to both ends of the axle 42, and a vehicle speed sensor 54 for detecting the vehicle speed v is disposed in the vicinity of the axle 42. In the first motor 20, the outer rotor 21, the inner rotor 22, and the inner rotor 22 are caused by the interaction between the magnetic field formed by the permanent magnet 26 of the inner rotor 22 and the magnetic field formed by the three-phase coil 23 based on a command from the control unit 60. Shows the operation of various aspects.
[0024]
The second motor 30 is a three-phase synchronous motor, and includes a plurality of stators 31 disposed on the inner peripheral surface of the case 45 and a rotor 33 including a plurality of permanent magnets 32 on the outer peripheral surface. The three-phase coil 34 that forms a rotating magnetic field is configured by winding a coil around each stator 31. A third inverter 230 is connected to the three-phase coil 34, and the third inverter 230 is connected to the control unit 60 and the battery 210. In the second motor 30, the rotor 33 rotates by the interaction between the magnetic field formed by the permanent magnet 32 of the rotor 33 and the magnetic field formed by the three-phase coil 34 based on a command from the control unit 60. The rotor 33 is disposed on the same axis as the drive shaft 40 and is coupled to a hollow shaft 35 through which the rotary shaft 27 of the rotor 22 of the first motor 20 passes. Further, the hollow shaft 35 of the second motor 30 and the other end of the outer rotor 21 of the first motor 20 are connected to each other via a clutch device 70 described below so as to be able to be connected and released.
[0025]
A clutch device 70 is disposed between the first motor 20 and the second motor 30. The clutch device 70 includes a first clutch 71 and a second clutch 72 that are driven by an actuator (not shown). The first clutch 71 includes a crankshaft 12 (the rotary shaft 27 of the rotor 22 of the first motor 20) and a hollow shaft. 35 (rotor 33) is connected and released, and the second clutch 72 executes connection and release of the connection between the outer rotor 21 and the hollow shaft 35 (rotor 33). A control unit 60 is connected to the clutch device 70, and the clutch device 70 is controlled by operating each actuator (not shown) based on a command from the control unit 60.
[0026]
Next, a vehicle control circuit configuration will be described with reference to FIG. The control unit 60 includes a hybrid ECU (electronic control unit) 600, an engine ECU 610, and an accessory drive motor ECU 620. The hybrid ECU 600 is the ECU that forms the core of the control unit 60, and controls the overall running state of the vehicle. Hybrid ECU 600 is connected to engine ECU 610 and auxiliary machine drive motor ECU 620 via a signal line so as to be capable of bidirectional communication. Each ECU 600, 610, 620 is provided with a CPU, ROM, RAM, etc. (not shown). These ECUs are merely examples, and for example, a brake ECU or the like may be provided separately from the hybrid ECU 600.
[0027]
The hybrid ECU 600 includes an engine speed sensor 50 that detects the rotation speed of the crankshaft 12 of the engine 10, a first resolver 51 that detects the rotation speed of the inner rotor 22, and the rotation speed (first speed) of the outer rotor 21 of the first motor 20. 2) a second resolver 52 for detecting the rotational speed of the rotor 33 of the motor 30; a third resolver 53 for detecting the rotational speed of the accessory drive motor 81; a vehicle speed sensor 54 for detecting the vehicle speed of the vehicle; An accelerator opening sensor 55 that detects the opening, a brake pedal depression sensor 56 that detects depression of the brake pedal, a shift position sensor 57 that detects the gear position, and an SOC sensor 58 that detects the battery charge rate (SOC) are signals. Connected through a line. The hybrid ECU 600 is connected to the second and third inverters 220 and 230 via signal lines, and controls the operation of the first and second motors 20 and 30. The hybrid ECU 600 is also connected to the first and second clutches 71 and 72, the engine power cut-off clutch 16, the first clutch 86, and the second clutch 87 in the clutch device 70 through signal lines. Control the operation of the clutch.
[0028]
The engine ECU 610 controls the injector 13 based on a request from the hybrid ECU 600 to realize the required fuel injection amount, sends an ignition signal to the igniter 15 at a predetermined timing, and controls the throttle opening and the like to operate the engine 10. Control the state. Further, when the vehicle travels only by the second motor 30 (EV travel) and idling stop control, the fuel injection to the engine 10 is stopped and the operation of the engine 10 is stopped according to a request from the hybrid ECU 600.
[0029]
The auxiliary drive motor ECU 620 is connected to a third resolver 53 that detects the rotational speed of the auxiliary drive motor 81. Based on a command from the hybrid ECU 600, the auxiliary drive motor ECU 620 passes through the first inverter 200 while the engine is stopped. The auxiliary machine driving motor 81 is controlled to drive the auxiliary machines 82 and 83 when the engine 10 is stopped. When the operation of the engine 10 is resumed from the engine stopped state, the accessory drive motor ECU 620 drives the accessory drive motor 81 based on a request from the hybrid ECU 600 to increase the engine speed to the start speed. .
[0030]
Next, a basic traveling operation of the hybrid vehicle having the above configuration will be described with reference to FIGS. FIG. 5 is a flowchart showing a processing routine for executing driving control of a hybrid vehicle to which the present embodiment is applied. FIG. 6 is an explanatory diagram showing a map for determining a driving force source using the vehicle required output N calculated from the vehicle speed v, the vehicle speed v, and the accelerator opening θ. When the ignition position is switched from the OFF position to the vehicle start position (STA), hybrid ECU 600 determines whether or not battery charge rate SOC is less than the lower limit threshold value (step S100). When hybrid ECU 600 determines that battery charge rate SOC is less than the lower threshold (step S100: Yes), hybrid ECU 600 requests auxiliary machine drive motor ECU 620 and engine ECU 610 to start engine 10 (step S110). . The auxiliary machine drive motor ECU 620 increases the engine speed to the starting speed by the auxiliary machine drive unit 80. The engine ECU 610 injects fuel through the injector 13 and executes an ignition process through the spark plug 14. Details of the engine starting process of the auxiliary machine drive unit 80 will be described later.
[0031]
After engine startup, hybrid ECU 600 determines vehicle required output Pr based on accelerator opening θ obtained from accelerator opening sensor 55 and vehicle speed v obtained from vehicle speed sensor 54 (step S120). The hybrid ECU 600 operates the engine 10 at any one of the optimum operation points via the engine ECU 610 and controls the clutch 70 to operate the first motor 20 as a generator (engine load) to generate the vehicle request output Pr. Output (step S130). At this time, the electric power generated by the first motor 20 is used to charge the battery 210.
[0032]
That is, the hybrid ECU 600 releases the first clutch 71 and the second clutch 72, operates the first motor 20 as a load of the engine 10 to charge the battery 210, and outputs the vehicle request output Pr by the engine 10. . Thus, when engine 10 is used as a driving force source, auxiliary machines 82 and 83 are driven by engine 10. The operation of the accessory drive unit 80 in this case will be described later.
[0033]
In contrast, when hybrid ECU 600 determines that battery charge rate SOC is equal to or greater than the lower limit threshold (step S100: No), accelerator opening θ obtained from accelerator opening sensor 55, and vehicle speed sensor A vehicle request output Pr is obtained based on the vehicle speed v acquired from 54 (step S140). In the present embodiment, the output sharing of the engine 10, the first or second motor 20, 30 is determined using the map shown in FIG. 6 based on the vehicle required output Pr and the vehicle speed v. Specifically, it is as follows. Hybrid ECU 600 determines whether or not determined vehicle request output Pr is greater than minimum engine output Pemin that can cause engine 10 to operate at the optimum operation point (step S150). When hybrid ECU 600 determines that Pr ≦ Pemin (step S150: Yes), first ECU 71 is released, second clutch 72 is engaged, outer rotor 21 and crank of first motor 20 are connected. The shaft 12 is disconnected from the second motor 30. Thereby, the load of the 2nd motor 30 can be reduced. Hybrid ECU 600 outputs vehicle request output Pr by second motor 30 using the electric power of battery 210 (step S160). In such a case, the auxiliary machines 82 and 83 are driven by the auxiliary machine driving motor 81 in the auxiliary machine driving unit 80 as described later.
[0034]
When the hybrid ECU 600 determines that the determined vehicle required output Pr is greater than the minimum engine output Pemin (step S150: No), the engine 10, the clutch 70, the first motor 20, and the like based on the map shown in FIG. And the 2nd motor 30 is controlled and the vehicle request | requirement output Pr is output (step S170). That is, in the present embodiment, the engine 10 and the first and second motors 20 and 30 are operated based on the map shown in FIG. 6 so that the energy efficiency is high. Therefore, the engine 10 is directly associated with the vehicle request output Pr. It is driven at the optimum driving point without being done. Therefore, hybrid ECU 600 controls clutch 70 and first and second motors 20 and 30 to realize a continuously variable transmission function and to output vehicle request output Pr. Specifically, when the engine speed Ne is higher than the drive shaft speed Nd, the first clutch 71 is engaged, the second clutch is released, and the underdrive control is executed. In such a configuration, the first motor 20 outputs a negative torque (regenerative operation), so the first motor 20 functions as a generator, and the electric power generated by the first motor 20 is the second motor 30. Will be consumed.
[0035]
In such a power transmission system configuration during underdrive control, the first motor 20 is coupled to the engine 10 and the output torque of the first motor 20 becomes the load torque of the engine 10. By matching the motor torque with the target engine torque of the engine 10, the engine 10 is stably operated at the target engine torque.
[0036]
On the other hand, when the engine speed Ne is lower than the drive shaft speed Nd, the first clutch 71 is released, the second clutch is engaged, and overdrive control is executed. In such a configuration, the second motor 30 outputs a negative torque (regenerative operation), so the second motor 30 functions as a generator, and the electric power generated by the second motor 30 is the first motor 20. Will be consumed.
[0037]
In such a power transmission system configuration during overdrive control, the second motor 30 is coupled to the engine 10 and the output torque of the second motor 30 becomes the load torque of the engine 10. By matching the motor torque with the target engine torque of the engine 10, the engine 10 is stably operated at the target engine torque.
[0038]
Hybrid ECU 600 causes second motor 30 to function as a generator during vehicle deceleration, and stores regenerative energy in battery 210 as electric power. Further, when the battery charge state SOC becomes less than the lower limit threshold value, the engine 10 is operated under the operation stop condition of the engine 10 to drive the first motor to charge the battery 210.
[0039]
When starting the engine 10, if the accessory drive motor 81 in the accessory drive unit 80 is driving the accessory, an inversion phase current is input to the accessory drive motor 81. The rotational speed of the accessory drive motor 81 may be reduced. In such a case, the hybrid ECU 600 executes an engine start process, which will be described later, via the accessory drive unit 80 when the rotational speed of the accessory drive motor 81 reaches a predetermined value.
[0040]
In addition, when the vehicle is temporarily stopped due to a signal stop or the like while the vehicle is running, the hybrid ECU 600 performs a so-called idling stop process that stops the idling operation of the engine 10 under a predetermined condition. When the battery charge rate SOC is equal to or greater than a predetermined lower limit threshold, hybrid ECU 600 stops idling operation of engine 10 and executes auxiliary machine drive processing when engine operation is stopped by auxiliary machine drive unit 80. On the other hand, when battery charge rate SOC is less than the lower limit threshold, hybrid ECU 600 maintains engine 10 in an operating state.
[0041]
Next, the operation of the auxiliary drive unit 80 will be described with reference to FIGS. FIG. 7 is a flowchart showing a processing routine for controlling the operation of the accessory drive unit 80. FIG. 8 is an explanatory view showing the operating state of each clutch 16, 86, 87 corresponding to each process in FIG. Note that the operation states of the clutches 16, 86, and 87 in FIG. 7 are basic operation states corresponding only to individual processing requests, and when a plurality of processing requests occur, the ON operation has priority. And
[0042]
When hybrid ECU 600 detects an operation request for auxiliary machine drive unit 80, hybrid ECU 600 starts this processing routine. Hybrid ECU 600 determines whether or not the operation request for accessory drive unit 80 is due to the accessory drive request (step S200). When hybrid ECU 600 determines that the operation request is due to an auxiliary machine drive request (step S200: Yes), hybrid ECU 600 determines whether engine 10 is operating (step S210). That is, it is determined whether the vehicle is in the EV running state or the idling stop state, or whether the engine 10 is in the driving state. When hybrid ECU 600 determines that engine 10 is in operation (step S210: Yes), hybrid ECU 600 executes an auxiliary operation drive process during engine operation (step S220).
[0043]
In the engine driving auxiliary machine drive process, as shown in FIG. 7, hybrid ECU 600 turns on engine power cut-off clutch 16 and uses engine 10 as the power source of the auxiliary machine drive system. When there is an A / C request, hybrid ECU 600 turns off first clutch 86 and turns on second clutch 87. As a result, the hydraulic pump 82 is disconnected from the accessory drive system, and only the A / C compressor 83 is driven by the engine 10. On the other hand, when there is a hydraulic pressure request, hybrid ECU 600 turns on first clutch 86 and turns off second clutch 87. By this. The A / C compressor 83 is disconnected from the accessory drive system, and only the hydraulic pump 82 is driven by the engine 10. When both the A / C request and the hydraulic pressure request are requested, hybrid ECU 600 turns on both first and second clutches 86 and 87. In this process, the accessory drive motor ECU 620 does not input a control current to the accessory drive motor 81, and the accessory drive motor 81 rotates idle.
[0044]
On the other hand, when hybrid ECU 600 determines that engine 10 has stopped operating (step S210: No), hybrid ECU 600 executes an auxiliary machine drive process at the time of engine stop (step S230). In the engine stop auxiliary machine drive process, as shown in FIG. 7, the hybrid ECU 600 turns off the engine power cutoff clutch 16, shuts off the engine 10 from the auxiliary machine drive system, and loads the auxiliary machine drive motor 81. Reduce. When there is an A / C request, hybrid ECU 600 turns off first clutch 86 and turns on second clutch 87. As a result, the hydraulic pump 82 is disconnected from the accessory drive system, and only the A / C compressor 83 is driven by the accessory drive motor 81. On the other hand, when there is a hydraulic pressure request, hybrid ECU 600 turns on first clutch 86 and turns off second clutch 87. By this. The A / C compressor 83 is disconnected from the accessory drive system, and only the hydraulic pump 82 is driven by the accessory drive motor 81. When there is both an A / C request and a hydraulic pressure request, hybrid ECU 600 turns on both first and second clutches 86 and 87. The auxiliary machine drive motor ECU 620 controls the auxiliary machine drive motor 81 so as to output an output necessary for realizing the required hydraulic pressure or cooling capacity.
[0045]
When the hybrid ECU 600 determines that the operation request for the accessory drive unit 80 is not due to the accessory drive request (step S200: No), the operation request for the accessory drive unit 80 is based on the engine 10 start request. It is determined whether or not (step S240). When hybrid ECU 600 determines that the operation request for accessory drive unit 80 is based on the start request for engine 10 (step S240: Yes), hybrid ECU 600 executes an engine start process (step 250). In the engine starting process, the hybrid ECU 600 reduces the rotational speed of the accessory driving motor 81 as described above before turning on the engine power cutoff clutch 16. Next, the hybrid ECU 600 turns off the first and second clutches 86 and 87 as shown in FIG. 7 and turns off the engine power shut-off clutch 16 when the rotational speed of the accessory driving motor 81 reaches a predetermined rotational speed. The output shaft 85 of the auxiliary machine drive unit 80 and the crankshaft 12 are coupled via the transmission belt 17 by turning on. The accessory drive motor ECU 620 drives the accessory drive motor 81 to increase the engine speed to the start speed.
[0046]
On the other hand, when it is determined that the engine 10 is in operation and the operation request for the auxiliary drive unit 80 is not based on the start request for the engine 10 (step S240: No), the hybrid ECU 600 executes power generation processing. (Step S260). In the power generation process, as shown in FIG. 7, hybrid ECU 600 turns on engine power cutoff clutch 16 and turns off first and second clutches 86 and 87. The accessory drive motor 81 is rotationally driven by the driving force of the engine 10 and functions as a generator by controlling the magnetic field formation by the accessory drive motor ECU 620. The power generation process can be executed simultaneously in the engine operation auxiliary machine drive process (step S220) as well as being executed independently as described above. In such a case, the auxiliary machine drive motor 81 functions as a generator with the magnetic field formation controlled by the auxiliary machine drive motor ECU 620.
[0047]
As described above, the accessory drive unit according to the present embodiment is an accessory drive unit in which the supplementary notes of the hydraulic pump 82 and the A / C compressor 83 and the accessory drive motor 81 for driving these accessories are integrated. 80. Therefore, as compared with the case where each auxiliary machine is mounted, the mountability is improved and the mounting space in the engine room can be used effectively.
[0048]
Further, the accessory drive motor 81, the hydraulic pump 82 and the A / C compressor 83 are coaxially coupled via the first and second clutches 86 and 87. Therefore, it is possible to eliminate transmission loss due to slipping or the like as compared with the case where the auxiliary machine is driven via the transmission belt and the pulley, and between each auxiliary machine 82, 83 and the auxiliary machine drive motor 81. Transmission loss can be reduced, and a quick accessory drive can be realized in response to an accessory drive request.
[0049]
Further, since the auxiliary machines 82 and 83 and the auxiliary machine driving motor 81 are coupled via the clutches 86 and 87, it is possible to exclude auxiliary machines that do not require driving from the auxiliary machine drive system. The amount of energy required as the machine is driven can be reduced, and fuel consumption can be improved.
As mentioned above, although the auxiliary machine drive device which concerns on this invention has been demonstrated based on some embodiment of this invention, above-mentioned embodiment of this invention is for making an understanding of this invention easy, this book. The invention is not limited. The present invention can be changed and improved without departing from the spirit and scope of the claims, and it is needless to say that the present invention includes equivalents thereof.
[0050]
For example, in the above-described embodiment, the case where the auxiliary machine drive unit 80 includes the hydraulic pump 82 and the A / C compressor 83 has been described. However, instead of these auxiliary machines, a water pump, an oil pump, or the like may be included. In the above embodiment, the two auxiliary machines 86 and 87 are described as being arranged at both ends of the auxiliary machine driving motor 81, respectively. However, as shown in FIG. Further, when three or more auxiliary machines are provided, all the auxiliary machines may be arranged at one end as shown in FIG. 10, and one at one end as shown in FIG. Two auxiliary machines may be arranged at the other end of the auxiliary machine. In any case, by arranging the clutch so that each auxiliary machine can be driven and stopped independently, only the necessary auxiliary machine can be driven.
[0051]
Moreover, in the said Example, although the structure which connects the crankshaft 12 and the output shaft of the auxiliary drive unit 80 via a transmission belt is provided, you may use a transmission chain as a power transmission means instead of a transmission belt. . When using a transmission chain, a sprocket is used instead of a pulley. Furthermore, instead of the transmission belt and the transmission chain, the crankshaft 12 and the output shaft of the accessory drive unit 80 may be connected via a gear.
[0052]
Furthermore, although the electromagnetic clutch is used as the engine power cutoff clutch 16 and the first and second clutches 86 and 87 in the above embodiment, a one-way clutch may be used. When the one-way clutch is used as the engine power cut-off clutch 16, for example, the clutch is engaged when the rotational speed of the engine 10 is higher than the rotational speed of the accessory drive unit 80. In such a case, the engine 10 cannot be started by the accessory drive unit 80 (the clutch is not engaged), and therefore a motor for starting the engine 10 needs to be provided separately.
[0053]
In each of the above embodiments, the two motors of the first motor 20 and the second motor 30 are provided to realize a continuously variable transmission. However, a combination of one motor and a planetary gear device, or one motor A torque converter, a transmission, an automatic stepped transmission, a manual transmission, or an automatic continuously variable transmission (CVT) may be used.
[0054]
In each of the above-described embodiments, the present invention has been described based on the hybrid vehicle including the engine 10 and the first and second motors 20 and 30 as the power source of the vehicle. However, the present invention is only the engine 10 having a so-called idling stop function. The present invention can also be applied to a vehicle having In such a case as well, the auxiliary machine needs to be driven by a power source other than the engine 10 when the idling operation of the engine 10 is stopped. Further, when driving the auxiliary machines, only the necessary auxiliary machines are selectively driven, so that the consumption of the battery 210 can be suppressed and the fuel efficiency can be improved.
[Brief description of the drawings]
FIG. 1 is a block diagram showing a schematic configuration of a vehicle that can be used in this embodiment.
FIG. 2 is an explanatory diagram showing an arrangement relationship between the auxiliary machine driving device and the engine 10 according to the present embodiment.
FIG. 3 is an explanatory diagram showing a configuration of an auxiliary machine drive unit 80 that forms the core of the auxiliary machine drive device according to the present embodiment.
FIG. 4 is a block diagram showing a configuration of a vehicle control circuit.
FIG. 5 is a flowchart showing a processing routine for executing driving control of a hybrid vehicle to which the embodiment is applied.
6 is an explanatory diagram showing a map for determining a driving force source using a vehicle speed v and a vehicle required output N. FIG.
FIG. 7 is a flowchart showing a processing routine for controlling the operation of the accessory drive unit 80;
FIG. 8 is an explanatory diagram showing an operating state of each clutch 16, 86, 87 corresponding to each process in FIG.
FIG. 9 is a schematic diagram showing another arrangement example of the accessory drive unit 80. FIG.
FIG. 10 is a schematic diagram showing another arrangement example of the accessory drive unit 80. FIG.
FIG. 11 is a schematic diagram showing another arrangement example of the accessory drive unit 80. FIG.
[Explanation of symbols]
10 ... Engine
12 ... Crankshaft
13 ... Injector
14 ... Spark plug
15 ... igniter
16 ... Engine power cutoff clutch
17 ... Transmission belt
120 ... Crankshaft pulley
20 ... Drive motor
21 ... Rotor
22 ... Stator
23 ... Rotating shaft
25 ... Torque converter
27 ... Transmission
30 ... Drive shaft
31 ... Differential gear
32 ... Axle
33 ... wheel
36 ... Hydraulic circuit
50. Engine speed sensor
51. First resolver
52. Second resolver
53. Third resolver
54 ... Vehicle speed sensor
55 ... Accelerator opening sensor
56 ... Brake pedal depression sensor
57 ... Shift position sensor
58 ... SOC sensor
60 ... Control unit
600 ... Hybrid ECU
610 ... Engine ECU
620 ... Auxiliary drive motor ECU
80 ... Auxiliary machine drive unit
81 ... Auxiliary drive motor
82 ... Hydraulic pump
83 ... A / C compressor
84 ... Outer case
85 ... External output shaft
86 ... 1st clutch
87 ... Second clutch
82S, 83S ... Suction port
82D, 83D ... discharge port
811: Stator
812 ... Rotor
813 ... Hollow output shaft
814: Solid output shaft
841 ... Bearing
851 ... Pulley

Claims (7)

An auxiliary machine driving device for driving an auxiliary machine during an operation stop of the internal combustion engine in a vehicle capable of executing an operation stop and an operation restart of the internal combustion engine according to the vehicle state,
An electric motor having an output shaft for driving the auxiliary machine, and converting electric energy and mechanical energy;
An auxiliary machine having an input shaft that is disposed on the same axis as the output shaft of the electric motor on the side to which power from the internal combustion engine is input in the electric motor and coupled to the output shaft of the electric motor;
A coupling means arranged between the output shaft of the electric motor and the input shaft of the auxiliary machine, and interrupting or allowing power transmission between the output shaft of the electric motor and the input shaft of the auxiliary machine;
An auxiliary machine drive device comprising control means for controlling operations of the electric motor and the connecting means . An auxiliary machine driving device for driving an auxiliary machine during an operation stop of the internal combustion engine in a vehicle capable of executing an operation stop and an operation restart of the internal combustion engine according to the vehicle state,
An electric motor that includes an output shaft having one end and the other end, and that converts electrical energy and mechanical energy;
A first shaft having an input shaft that is disposed on the same shaft as the output shaft of the motor at one end of the motor on the side to which power from the internal combustion engine is input and is coupled to one end of the output shaft of the motor . An auxiliary machine,
A second auxiliary machine having an input shaft disposed on the same axis as the output shaft of the electric motor at the other end opposite to the one end and coupled to the other end of the output shaft of the electric motor ;
Power transmission between one end of the output shaft of the motor and the input shaft of the first auxiliary machine and between one end of the output shaft of the motor and the input shaft of the first auxiliary machine a first engagement mechanism to block or permit,
An auxiliary machine drive device comprising: control means for controlling the operation of the electric motor and the first coupling mechanism . The auxiliary machine drive device according to claim 2 further includes:
Together it is disposed between the input shaft before Symbol motor output shaft and the other end with the second auxiliary machine, between the input shaft of the other end and said second auxiliary output shaft of the electric motor look including a second engagement mechanism to block or allow power transmission,
The auxiliary drive apparatus according to claim 1, wherein the control means further controls the operation of the second joining mechanism . In the auxiliary machine drive device according to claim 2,
When the first auxiliary machine is driven, the control means sets the first coupling mechanism to a power transmission allowable state and operates the electric motor. In the auxiliary machine drive device according to claim 3,
When the second auxiliary machine is driven, the control means sets the second coupling mechanism to a power transmission allowable state and operates the electric motor. A vehicle comprising the accessory drive device according to any one of claims 1 to 5 . The vehicle according to claim 6, wherein the accessory driving device is arranged such that an output shaft of the electric motor is parallel to an output shaft of the internal combustion engine.

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