JP5601896B2 - Idle stop car drive - Google Patents

Description

  The present invention relates to a drive device for an idle stop vehicle (including a hybrid vehicle), and more particularly to a drive device equipped with a motor generator having a starter function and a power generation function.

  2. Description of the Related Art In recent years, idle stop vehicles (including hybrid vehicles) are known as vehicles that automatically stop the engine when the vehicle is stopped and perform idle stop that suppresses wasteful fuel consumption and emission of exhaust gas while the vehicle is stopped. In an idle stop vehicle, the air conditioning compressor cannot be turned on while the engine is stopped, so the engine was automatically restarted when the cooling performance deteriorated. For this reason, the idle stop time is shortened, resulting in a reduction in fuel consumption.

  On the other hand, in the case of a vehicle equipped with an electric compressor with a built-in motor, it is possible to continue idling stop, but the electric compressor itself is large and expensive.

  In Patent Document 1, a crank pulley that drives an air-conditioning compressor is fixed to an end of a crankshaft that protrudes on the opposite side to the transmission with respect to an engine, and a starter is installed in an internal space of the crank pulley. A motor generator having a function and a power generation function has been proposed.

  However, in Patent Document 1, since the air conditioning compressor rotates in synchronization with the rotation of the engine, the compressor cannot be driven while the engine is stopped. For this reason, even when air conditioning is desired during idle stop (when the vehicle interior temperature range is exceeded or the air conditioner is turned on), the only way to restart the engine is to improve fuel efficiency. It was.

JP 2001-20838 A

  An object of the present invention is to provide a drive device for an idle stop vehicle that can drive an air conditioning compressor without restarting the engine during an idle stop and can achieve both a fuel efficiency improvement and an air conditioning function. is there.

In order to achieve the above object, the present invention is an idle stop vehicle that automatically stops an engine when a predetermined engine stop condition is satisfied and restarts the engine when a predetermined engine start condition is satisfied. In an idle stop vehicle having a transmission disposed on a side thereof, a motor generator having a rotor connected to one end of a crankshaft projecting to the opposite side of the transmission with respect to the engine, the rotor of the motor generator, and the crank A motor clutch provided between one end of the shaft, an air-conditioning compressor coupled to the rotor so as to be able to transmit power, and the motor clutch being disconnected during the automatic stop of the engine, To control to drive the air conditioning compressor Comprising a chromatography motor controller, wherein the motor control device, when the driving motor generator for driving said air-conditioning compressor during the automatic stop of the engine, the rotational speed of the motor generator, the transmission Provided is a drive device for an idle stop vehicle characterized in that when the shift position of the vehicle is in the non-traveling range, the rotational speed is given priority to the air-conditioning function, and in the traveling range, the rotational speed is controlled to be lower than that in the non-traveling range. .

  When starting the engine, the engine is started by engaging the motor clutch and driving the motor generator. That is, the motor generator can be used as an engine starting motor. On the other hand, during idle stop and when the air conditioner is ON, since the compressor is not driven in the past, the air conditioner cannot be operated. By driving the air conditioning function can be activated. Therefore, the air conditioning compressor can be driven without restarting the engine, the idle stop time can be lengthened, and fuel consumption can be improved. In addition, the motor generator serves as both the engine starting motor and the air conditioner driving motor during idle stop, and the motor generator is provided coaxially with the crankshaft, so that a small and inexpensive driving device can be realized. .

  During deceleration traveling, the electric power generated (regenerated) by the motor generator can be stored in a power storage device such as a battery or a capacitor, so that consumption of the power storage device can be suppressed. Further, when the engine power is assisted by the motor generator at the time of starting or accelerating running, the engine can be driven at the highest efficiency rotation speed, and the fuel efficiency can be improved.

  As the motor clutch, an electromagnetic clutch similar to an air conditioner clutch generally provided in an air conditioning compressor can be used. Since the electromagnetic clutch can be made small, it can be arranged compactly between the rotor of the motor generator and the end of the crankshaft. A hydraulic clutch can be used in addition to the electromagnetic clutch.

  The motor control device may switch the rotation speed of the motor generator according to the shift position of the transmission when the motor generator is driven while the engine is automatically stopped. For example, in the travel range such as the D range and the R range, the motor generator may be set to have a lower rotational speed than in the non-travel range such as the N range. This is because if the rotational speed in the travel range is high, it takes time to reduce the motor rotational speed to 0 at the time of start, and a time lag occurs. On the other hand, in starting from the non-traveling range, there is no problem even if the time lag becomes long, but rather it is desirable to set a high rotational speed giving priority to the air conditioning function.

  As described above, according to the present invention, during idle stop and when the air conditioner is operating, the motor clutch is disconnected to cut off power transmission between the engine and the compressor, and the motor generator is controlled to drive the compressor. The air conditioning function can be activated even during a stop. That is, the air conditioning function can be operated without restarting the engine, the idle stop time can be extended, and both the fuel efficiency improvement and the air conditioning function can be achieved.

1 is a schematic configuration diagram of a first embodiment of a drive device for an idle stop vehicle according to the present invention. FIG. 1 is a detailed structural diagram of a first embodiment of a drive device according to the present invention; It is sectional drawing which shows the structure of the motor clutch of the drive device which concerns on this invention. FIG. 2 is a control system diagram for controlling the drive device according to the present invention. It is a flowchart for demonstrating operation | movement of the drive device which concerns on this invention. FIG. 5 is a detailed structural diagram of a second embodiment of the driving apparatus according to the present invention.

Example 1
FIG. 1 shows a basic structure of an example of a drive device for an idle stop vehicle, which is a vehicle for carrying out an idle stop according to the present invention, and FIG. 2 shows a specific structure thereof. A transmission 2 is fixed to one end side of the engine 1, and a motor generator 10 is disposed on the opposite side of the transmission 1 from the engine 1. An air conditioning compressor 40 is fixed to an outer wall on one side of the engine 1 where the motor generator 10 is disposed. In the conventional vehicle, the starter motor disposed on the transmission side of the engine is omitted. In the present embodiment, a vehicle using only the engine as a drive source is shown, but a hybrid vehicle (HV vehicle) may be used.

  The motor generator 10 shown in FIG. 2 is an inner rotor type, and includes a rotor 12 having permanent magnets and a stator 13 having coils so as to face the outer peripheral surface of the rotor 12. It is fixed to the outer periphery. A motor clutch 20 shown in FIG. 3 is provided between the rotor shaft 11 and the crankshaft 3. A motor housing 14 is fixed to the side wall of the engine 1, and a stator 13 is fixed to the inner peripheral surface of the housing 14. The distal end portion of the housing 14 is reduced in diameter along the outer periphery of the rotor shaft 11, and the rotor shaft 11 is rotatably supported by the reduced diameter portion via a ball bearing 15. The motor clutch 20 is accommodated in the housing 14.

  A shaft end portion of the rotor shaft 11 protrudes from the frame 14, and a pulley 16 is fixed to the protruding end portion. An endless belt 17 is wound around the pulley 16, and the belt 17 is also wound around a pulley 42 fixed to the output shaft 41 of the air conditioning compressor 40. The air conditioning compressor 40 is equipped with an air conditioner clutch 43 made of an electromagnetic clutch, as is well known. FIG. 2 shows an example in which the pulley 42 is fixed to the tip of the output shaft 41 protruding from the air conditioner clutch 43. For example, a rotor provided on the outer periphery of the air conditioner clutch 43 may also serve as the pulley 42. . The endless belt 17 may be wound around a pulley of an auxiliary machine (such as an oil pump or a water pump) other than the compressor 40. As the motor generator 10, various motors such as a magnetless motor and an AC motor may be used.

  FIG. 3 shows an exemplary structure of the motor clutch 20. A recess 3a is formed at the end of the crankshaft 3. One end of the rotor shaft 11 is inserted into the recess 3a, and a needle bearing 21 is disposed in the gap. Therefore, one end of the rotor shaft 11 is supported by the crankshaft 3 so as to be relatively rotatable. A field core 23 around which an electromagnetic coil 22 is wound is fixed to the side wall of the engine 1. A disc-shaped rotor 24 is fixed to the outer periphery of the end of the crankshaft 3, and the rotor 24 is disposed in the vicinity of the field core 23. A hub 25 is fitted to the step portion of the rotor shaft 11 and fastened to the rotor shaft 11 by a lock nut 26. A stopper plate 27 is fixed to the flange portion of the hub 25, and a plurality of damper covers 28 are fixed to the back side of the stopper plate 27. A damper rubber 29 is fixed in each damper cover 28. One end of the transmission pin 30 is fixed to the center of the damper rubber 29, and the other end of the transmission pin 30 is fixed to the armature 31 through the damper cover 28 and the stopper plate 27. The friction surface of the armature 31 faces the friction surface of the rotor 24 with a predetermined gap.

  In the motor clutch 20 having the above structure, when the electromagnetic coil 22 is energized, the armature 31 is magnetically attracted to the rotor 24 against the spring force of the damper rubber 29, and the crankshaft 3 and the rotor shaft 11 are connected. When energization of the electromagnetic coil 22 is stopped, the armature 31 is separated from the rotor 24 by the spring force of the damper rubber 29 and returns to the stopper plate 27 side, so that torque transmission between the crankshaft 3 and the rotor shaft 11 is interrupted.

  FIG. 4 is a system diagram of a control system for an idle stop vehicle according to the present invention. The vehicle control ECU 50 performs overall control of an engine control ECU 51, an air conditioner control ECU 52, a transmission control ECU 53, a motor control ECU 54, and a battery control ECU 55. The engine control ECU 51 performs various engine controls including idle stop control as will be described later, and has a function of controlling the air conditioner clutch 43. As is well known, the idle stop control automatically stops the engine when a predetermined engine stop condition (for example, brake ON, vehicle speed 0, etc.) is satisfied, and satisfies a predetermined engine start condition (for example, brake OFF, accelerator ON, etc.). To restart the engine. The air conditioner control ECU 52 has a function of controlling the air conditioning compressor 40 in accordance with the set temperature and the actual room temperature and automatically adjusting the temperature when the air conditioner switch is ON. The shift control ECU 53 controls the transmission 2 and automatically performs shift control according to the driving state.

  The motor control ECU 54 has a function of controlling the motor generator 10 and the motor clutch 20. During normal operation, the motor clutch 20 is engaged (ON), and the motor clutch 20 is released (OFF) only when the air conditioner is operated during idle stop, and the motor generator 10 is driven. Here, battery 56 as a power storage device electrically connected to motor generator 10 may be the same battery as a normal vehicle-mounted battery (12V). Further, a battery may be added to form a plurality of batteries. In this case, three batteries may be connected in series to form a 36V battery. The battery control ECU 55 constantly monitors the capacity of the battery 56, and can supply power from the battery 56 to the motor generator 10 as needed, and can control to store the power generated by the motor generator 10 in the battery 56. .

  Table 1 shows the motor generator 10, the motor clutch 20, and each operation at the time of starting, decelerating traveling, starting / acceleration, and idling stop.

  When starting the engine, the motor generator 10 is driven with the motor clutch 20 engaged (ON), and the crankshaft 3 is rotated to start the engine 1. During deceleration travel, the motor clutch 20 is engaged (ON), the motor generator 10 is rotated by the engine 1 to generate electric power, and the generated electric power can be stored in the battery 56. Further, when starting or accelerating, the motor generator 10 may be driven for driving assistance as necessary (the motor clutch 20 is ON). As a result, the engine can be driven at the highest efficiency speed, and fuel efficiency is improved. When a predetermined engine stop condition is satisfied, the engine 1 is automatically stopped (idle stop). When a predetermined condition such as a decrease in air conditioner performance is satisfied at the time of idle stop, the motor clutch 20 is turned off and the engine 1 and the compressor 40 are turned off. And the compressor 40 is driven by the motor generator 10. Therefore, the air conditioning function can be activated without restarting the engine. If conditions such as a decrease in air conditioner performance are not satisfied during idle stop, the motor generator 10 is stopped, so the motor clutch 20 may be either ON or OFF. Therefore, the compressor 40 is not driven and the air conditioner stops.

As described above, by providing the motor clutch 20, the following five functions can be realized by one motor generator 10.
(1) Starter function (2) Alternator function (3) Energy regeneration function (4) Drive assist function (5) Air conditioner operation function at idle stop

  FIG. 5 is a flowchart showing an example of idle stop control according to the present invention. When the control is started, it is determined whether or not an engine stop condition is satisfied (step S1). If the engine stop condition is satisfied, the engine 1 is automatically stopped (step S2). Next, it is determined whether the air conditioner performance has deteriorated (step S3). In other words, when the air conditioner switch is on and the room temperature deviates from a preset temperature by a predetermined value or more, it is determined that the air conditioner performance has deteriorated, the motor clutch 20 is turned off (step S4), and the motor generator 10 is turned off. The rotation speed is controlled to be constant (step S5), and the air conditioner clutch 43 is turned on (step S6). Thus, the compressor 40 can be driven by the motor generator 10 to activate the air conditioning function. This constant rotational speed may be near the minimum rotational speed at which the air-conditioning function can be activated. In order to reduce the time lag when returning the rotational speed of the motor generator 10 to 0 when the engine is restarted, a low rotational speed (for example, 200 to 400 rpm). If it is determined in step S3 that the air conditioner switch is OFF or the air conditioner performance has not deteriorated, the process proceeds to determination of an engine start condition (step S7) described later.

  Next, it is determined whether or not the engine start condition is satisfied (step S7). If not satisfied, the process returns to step S3. If the engine start condition is satisfied, the target rotational speed of the motor generator 10 is set to 0 (step S8), and it is determined whether or not the motor rotational speed is smaller than a certain value (a value near 0) (step S9). . The reason for controlling the motor speed to 0 is that if the motor clutch 20 is engaged while the motor generator 10 is rotating, the durability of the clutch may be reduced or a shock may occur. When the motor rotation speed becomes almost zero, the motor clutch 20 is turned on (step S10), and the motor generator 10 and the engine 1 are connected. Then, the motor generator 10 is driven to start the engine 1 (step S11). Next, the engine start determination is performed (step S12). If the start is completed, the process returns.

  In the above control, when the motor generator 10 is driven to operate the air conditioner during idle stop, the maximum air conditioner control rotation speed (rotation speed of the motor generator) may be changed according to the shift position of the transmission 2. For example, the maximum rotation speed of the D range may be set lower than the maximum rotation speed of the N range, such as D range = 500 rpm and N range = 1200 rpm. This is because if the rotational speed is high in the D range, it takes time to reduce the motor rotational speed to 0 at the time of start, resulting in a time lag. On the other hand, in the N range, the high rotation speed is given priority to the air conditioning function. However, when starting from the N range, even if the time lag is long, there is no problem because the drive control slows down. That is, in the travel range such as the D range and the R range, the maximum rotational speed of the motor generator 10 is switched to be set lower than that in the non-travel range such as the N range. The rotational speed of the motor generator 10 is not limited to the maximum rotational speed, and may be a target rotational speed. Further, the maximum rotational speed of motor generator 10 corresponding to the shift position may be set at step S2 in FIG. 5 and switched to the maximum rotational speed at step S5. That is, the setting timing of the maximum rotational speed may be any time from when the engine 1 is automatically stopped to when the motor generator 10 starts to be driven.

-Example 2-
FIG. 6 shows a second embodiment of the motor generator 10, and the same parts as those in the first embodiment (FIG. 2) are denoted by the same reference numerals, and redundant description is omitted. The motor generator 60 is of an outer rotor type, and includes a stator 61 having a coil and a rotor 62 having a permanent magnet so as to face the outer peripheral surface of the stator 61. The stator 61 is fixed to the side wall of the engine 1 by a retainer 63, and the inner peripheral portion of the stator 61 supports the rotor shaft 11 via a bearing 64 so as to be rotatable. The rotor 62 is fixed to the inner peripheral surface of the rotor housing 65, and one end portion of the rotor housing 65 is reduced in diameter and fixed to the rotor shaft 11. In this embodiment, since the rotor 62 is exposed on the outer peripheral surface of the motor generator 60, the pulley 16 can be directly formed on the outer periphery of the rotor 62 and the belt 17 can be wound around the pulley 16. Thereby, an axial direction dimension can be shortened.

  The embodiments described above are only a few examples of the present invention, and can be modified without departing from the spirit of the present invention. For example, in the embodiment, the rotor shaft of the motor generator is arranged coaxially with the crank shaft and the pulley is fixed on the rotor shaft. However, when the pulley is directly provided on the rotor of the motor generator, the rotor shaft can be omitted. In that case, a motor clutch can also be incorporated in the pulley portion. Further, the motor clutch is not limited to be provided along the side wall of the engine, but can be provided at a position away from the engine.

DESCRIPTION OF SYMBOLS 1 Engine 2 Transmission 3 Crankshaft 10 Motor generator 11 Rotor shaft 12 Rotor 13 Stator 16 Pulley 17 Endless belt 20 Motor clutch 22 Electromagnetic coil 23 Field core 24 Rotor 31 Armature 40 Air conditioning compressor 42 Pulley 43 Air conditioner clutch 54 Motor control ECU

Claims (1)

An idle stop vehicle that automatically stops the engine when a predetermined engine stop condition is satisfied and restarts the engine when a predetermined engine start condition is satisfied, wherein the transmission is disposed at one end of the engine. ,
A motor generator in which a rotor is connected to one end of a crankshaft protruding from the engine on the opposite side of the transmission;
A motor clutch provided between the rotor of the motor generator and one end of the crankshaft;
An air conditioning compressor coupled to the rotor to transmit power;
A motor control device that controls to disengage the motor clutch during the automatic stop of the engine and to drive the air conditioning compressor by the driving force of the motor generator,
When the motor control device drives the motor generator for driving the air conditioning compressor during the automatic stop of the engine, the motor control device sets the rotation speed of the motor generator when the shift position of the transmission is in a non-traveling range. A driving apparatus for an idle stop vehicle , characterized in that the rotation speed is given priority to the air-conditioning function, and the rotation speed is controlled to be lower than that in the non-traveling range in the traveling range .

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