JPH0630469U - Regenerative retarder control device - Google Patents

Abstract

(57) [Abstract] [Purpose] To provide a regenerative retarder control device capable of keeping the torque generated by the regenerative retarder large even if the engine speed changes. [Structure] When rotating a coil fixing base body 3-3 fixing an armature coil of a regenerative retarder relative to a rotor 4, a ring gear 5 provided on the outer periphery of the coil fixing base body rotates an engine. Is transmitted via the shift transmission unit 9. The speed change transmission unit 9 can change the speed ratio and the rotation direction. By detecting the engine speed and controlling the shift transmission unit 9 based on the detected engine speed, the relative speed between the coil fixing base 3-3 and the rotor 4 is controlled to a desired value. This makes it possible to obtain a large drive assist torque or braking torque even when the engine speed changes when the regenerative retarder operates as a motor or as a generator.

Description

[Detailed description of the device]

[0001]

[Industrial applications]

 The present invention relates to a regenerative retarder control device capable of recovering kinetic energy during vehicle deceleration as electric energy.

[0002]

[Prior art]

 BACKGROUND ART A vehicle retarder is known as a device that exerts a braking action by producing eddy current in a rotor by the kinetic energy of the vehicle and consuming it as heat energy. However, it is inevitable to simply consume it as heat energy, so in recent years, the retarder has a structure of a generator-motor, and kinetic energy is recovered in the form of electric energy, and the retarder is used as an electric motor with the recovered electric energy. A so-called regenerative retarder has been proposed, which is operated and used for cranking the engine (see Japanese Patent Laid-Open No. 58-079668).

FIG. 9 is a diagram showing a configuration of a drive unit of an automobile equipped with such a regenerative retarder. 1 is an engine, 3 is a regenerative retarder, 3-1 is an armature coil, 3-2 is a field coil, 4 is a rotor (rotor), 6 is a crankshaft, 25 is a clutch, 26 is a transmission, 27 is a propeller shaft. Is. The rotor 4 of the regenerative retarder is also used as a flywheel for the engine and is connected to the crankshaft 6.

FIG. 10 is a diagram showing a main part configuration of a conventional regenerative retarder. Reference numeral corresponds to FIG. 9, 3-3 is a coil fixing base, and 3-4 is a bearing. The armature coil 3-1 and the field coil 3-2 are fixed to the coil fixing base 3-3. The coil fixing base 3-3 is fixed to the engine housing by a bolt or the like not shown. The rotor 4 is connected to the crankshaft 6 and rotates at the same speed as the engine. The outer peripheral portion of the rotor 4 is magnetized by the field coil 3-2, and N and S magnetic poles appear alternately.

In the generator operation, the rotation of the rotor 4 causes the magnetic poles to rotate, which induces an electromotive force in the armature coil 3-1. The generated electricity is stored in a storage battery (not shown). The torque required at this time acts as the braking torque. Further, in the case of motor operation, a rotating magnetic field is generated by the current flowing through the armature coil 3-1 and the rotating magnetic field drags the magnetic poles on the rotor 4 to rotate the rotor 4. This rotational force is added to the crankshaft 6 and acts as a drive assisting force for the engine.

[0006]

[Problems to be solved by the device]

 (Problem) However, in the above-described conventional regenerative retarder, when the engine speed increases, the drive assist force obtained by the motor operation becomes smaller, and the braking torque obtained by the generator operation also becomes smaller. There was a problem.

(Explanation of Problems) FIG. 11 is a diagram showing a motor operating characteristic and a generator operating characteristic of the regenerative retarder. In each case, the vertical axis represents torque and the horizontal axis represents rotation speed (RPM). Since the coil fixing base 3-3 to which the armature coil 3-1 is fixed is fixed to the housing or the like, the rotor 4 rotates at the engine speed with respect to the coil fixing base 3-3.

FIG. 11A shows an example of the motor operation characteristics, but the drive torque is gradually reduced from around 1000 RPM. Therefore, when assisting the driving in the medium and high speed range of 2000 RPM or more, the driving assist can be performed only with a small force.

Further, FIG. 11B shows an example of the generator operating characteristics, but the torque required for power generation acts as a braking torque. This is also lower than around 1000 RPM. The large braking torque is not required in the low speed range of 1000 RPM or lower, but in the middle and high speed range of 2000 RPM or higher, and thus does not meet the demand.

In order to increase the braking torque of the regenerative retarder when the engine is running at a low speed, a technique has been considered in which the rotation of the engine is transmitted to the stator of the regenerative retarder and the rotor is rotated in the opposite direction. However, with this technology, the rotational speed of the stator is proportional to the rotational speed of the engine and cannot be adjusted. Therefore, the above problems still remain unsolved.

[0011]

[Means for Solving the Problems]

 In order to solve the above problems, in the present invention, a coil fixing base that fixes an armature coil of a regenerative retarder is provided on the outer periphery of the coil fixing base in a regenerative retarder control device that rotates relative to a rotor. A ring gear, a rotation transmission mechanism for transmitting engine rotation to the ring gear, a gear transmission portion interposed in the middle of the rotation transmission mechanism, and the gear transmission portion controlled based on the detected engine speed. It is decided to have a controller that does.

The gear shift transmission unit may be composed of a gear shift unit that changes the gear ratio and a rotation direction switching unit that changes the rotation direction, or a unit that connects and disconnects rotation transmission to and from the gear shift unit that changes the gear ratio. , Electromagnetic clutch).

[0013]

[Work]

 When rotating the coil fixing base that fixes the armature coil of the regenerative retarder relative to the rotor, a ring gear is provided on the outer periphery of the coil fixing base, and the rotation of the engine is transmitted to this through a gear shift transmission unit. To communicate. The speed change transmission unit can change the speed change ratio and the rotation direction.

By detecting the engine speed and controlling the shift transmission unit based on the detected engine speed, the relative speed between the coil fixed base and the rotor can be controlled to a desired value. This makes it possible to obtain a large drive assist torque or braking torque even when the engine speed changes when the regenerative retarder operates as a motor or as a generator.

[0015]

【Example】

 Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. FIG. 4 is a diagram showing a configuration of a main part of a regenerative retarder used in the present invention. Reference numerals correspond to those of FIG. 10, 5 is a ring gear, 12 is a pinion gear, and 18 is a rotation shaft of the pinion gear 12. In the regenerative retarder of the present invention, the coil fixing base body 3-3 is rotatable instead of being fixed to a housing such as an engine. That is, the ring gear 5 is provided (for example, by press fitting) on the outer circumference of the coil fixing base 3-3, and the pinion gear 12 is meshed with the ring gear 5.

The pinion gear 12 is rotated to rotate the coil fixing base 3-3. If the rotor 4 is rotated in the same direction, the relative rotation speed with the rotor 4 decreases. For example, when the rotation speed of the rotor 4 is 2000 RPM and the coil fixing base 3-3 is fixed, the relative rotation speed remains 2000 RPM, but the coil fixing base 3-3 is rotated in the same direction at 1000 RPM. If so, the relative rotation speed is reduced to 1000 RPM.

In other words, the horizontal axis of the characteristic diagram of FIG. 11 is the relative rotational speed between the rotor 4 and the coil fixing base 3-3. Therefore, when the coil fixing base 3-3 is rotated as described above, Although the engine speed is 2000 RPM, the relative speed between the coil fixing base 3-3 and the rotor 4 in the regenerative retarder 3 is 1000 RPM. Therefore, at that speed, if the motor is operated, driving assistance with a large torque can be obtained, and if the generator is operated, a braking force with a large torque can be obtained. Next, the regenerative retarder control device that controls the rotation of the coil fixing base 3-3 as described above will be described.

First Embodiment FIG. 1 is a block diagram of a first embodiment of a regenerative retarder control device of the present invention, and FIG. 3 is a schematic perspective view of the regenerative retarder control device of the present invention. . In these drawings, reference numerals correspond to those in FIGS. 9 and 10, 2 is a rotation speed sensor, 5 is a ring gear, 7 is a crank gear, 8 is a gear, 9 is a speed change transmission unit, 10 is a speed change unit, Reference numeral 11 is a rotation direction switching unit, 12 is a pinion gear, 13 is a hydraulic circuit, 14 is a switching actuator, 15 is a controller, and 16, 17 and 18 are rotating shafts.

The crank gear 7 is connected to the crankshaft of the engine 1, and the gear 8 is meshed with the crank gear 7. The speed change transmission unit 9 includes a speed change unit 10 that changes the rotation speed of the gear 8 and a rotation direction switching unit 11 that changes the rotation direction. A specific configuration example of the transmission unit 10 will be described later with reference to FIG. The rotation direction switching unit 11 can use a known gear mechanism used for switching between forward and backward movements and neutral (rotation non-transmission) in an automobile.

Rotational force is transmitted to the ring gear 5 provided on the outer periphery of the coil fixing base body 3-3 by the route of engine 1 → crank gear 7 → gear 8 → shift transmission unit 9 → pinion gear 12 → ring gear 5. Done in. Based on the engine rotation speed detected by the rotation speed sensor 2, the controller 15 sets the rotation speed of the ring gear 5 (this is also the rotation speed of the coil fixing base body 3-3) to a desired rotation speed. The transmission unit 9 is controlled so that The desired rotation speed can be defined as a rotation speed at which the relative rotation speed with respect to the rotor 4 is 1000 RPM, for example.

The hydraulic circuit 13 controls the gear ratio between the input-side rotary shaft 16 and the output-side rotary shaft 17 connected to the gear 8 in accordance with a control signal from the controller 15. The switching actuator 14 drives the rotation direction switching unit 11 to switch the rotation direction.

FIG. 2 is a diagram showing an example of the transmission unit 10. Reference numerals correspond to those in FIG. 1, 20 is a pulley, 20A and 20B are pulley plates, 21 is a hydraulic chamber, 22 is a transmission belt, 23 is a hydraulic chamber, 24 is a pulley, and 24A and 24B are pulley plates. The pulley 20 is connected to the rotating shaft 16 and the pulley 24 is connected to the rotating shaft 17. The distance between the pulley plates 20A and 20B is controlled by the hydraulic pressure P ₁ supplied to the hydraulic chamber 21, and the distance between the pulley plates 24A and 24B is controlled by the hydraulic pressure P ₂ supplied to the hydraulic chamber 23. By independently controlling the intervals of the pulley plates, the parts (radial distance from the center) of the pulleys where the transmission belt 22 is engaged are different, and gear shifting is performed.

FIG. 5 is a flow chart for explaining the control operation of the first embodiment of the regenerative retarder control device. Step 1 ... The engine speed N is read from the rotation speed sensor 2 into the controller 15. Step 2 ... When the target value of the relative rotational speed between the rotor 4 and the ring gear 5 is N ₀ , it is checked whether N> N ₀ .

Step 3 ... When N> N ₀ , ΔN = N−N ₀ is calculated. Step 4 ... Sends a command to the switching actuator 14 to make the rotation direction of the ring gear 5 normal (that is, the same rotation direction as the rotor 4). Step 5 ... The gear ratio of the transmission unit 10 is controlled by the hydraulic circuit 13, and the rotation speed of the ring gear 5 is set to ΔN. As a result, the relative rotation speed between the ring gear 5 (coil fixing base 3-3) and the rotor 4 is set to N ₀ .

Step 6 ... If N> N ₀ is not satisfied in Step 2, it is checked whether N <N ₀ . Step 7 ... If N <N ₀ , −ΔN = N−N ₀ is calculated. Step 8: A command is sent to the switching actuator 14 so that the rotation direction of the ring gear 5 is opposite to that of the rotor 4. Step 9 ... Let the rotation speed of the ring gear 5 be ΔN. As a result, the relative rotational speed between the ring gear 5 (coil fixing base 3-3) and the rotor 4 is set to N ₀ . Step 10 ... In the case of N = N ₀ , since the desired relative rotation speed is maintained as it is, neither the normal rotation nor the reverse rotation is performed and the rotation is not transmitted (neutral).

By controlling as described above, the relative rotation speed with respect to the coil fixing base 3-3 is set to a value N ₀ at which a large torque is generated regardless of the rotation speed of the engine (rotation speed of the rotor 4). Therefore, sufficient driving assistance and braking assistance can be performed.

FIG. 6 is a diagram (corresponding to FIG. 11B) showing the relationship between the braking torque characteristic of the regenerative retarder and the control range. Maximum torque T_MThe relative speed at the time of outputting the control target value N ₀ If set to, the rotational speed of the rotor 4 is N₀In the smaller range of C, the ring gear 5 is rotated in the opposite direction to the rotor 4, and the relative rotation speed with respect to the rotor 4 is N.₀Keep on. On the other hand, the rotation speed of the rotor 4 is N₀In the larger range of D, the ring gear 5 is rotated in the same direction as the rotor 4, and the relative rotation speed with respect to the rotor 4 is N.₀Keep on. Then, no matter what value the rotational speed of the rotor 4 (which is equal to the engine speed), the maximum torque T_MIt is possible to obtain the braking torque of.

Second Embodiment FIG. 7 is a block diagram of a second embodiment of the regenerative retarder control device of the present invention. Reference numerals correspond to those of FIG. 1, and 19 is an electromagnetic clutch. The structure is different from that of the first embodiment in that an electromagnetic clutch 19 is provided instead of the rotation direction switching unit 11. The rotation transmitted to the ring gear 5 is only normal rotation (rotation in the same direction as the rotor 4). As a result, when the electromagnetic clutch 19 is turned off (disengaged), the ring gear 5 does not rotate, and when it is turned on (engaged), the ring gear 5 is normally rotated in accordance with the gear ratio of the transmission unit 10.

FIG. 8 is a flow chart for explaining the control operation of the second embodiment of the regenerative retarder control device. Step 1 ... The engine speed N is read from the rotation speed sensor 2 into the controller 15. Step 2 ... When the target value of the relative rotational speed between the rotor 4 and the ring gear 5 is N ₀ , it is checked whether N> N ₀ .

Step 3 ... When N> N ₀ , ΔN = N−N ₀ is calculated. Step 4 ... The gear ratio of the transmission unit 10 is controlled by the hydraulic circuit 13, and the rotation speed of the ring gear 5 is set to ΔN. Step 5 ... If N> N ₀ is not satisfied, the electromagnetic clutch 19 is turned off (disengaged).

The control in the second embodiment will be described with reference to the characteristic diagram of FIG. 6 (in the case of braking), in a range where the rotation speed of the rotor 4 is not larger than N ₀ (N ≦ N ₀ ), that is, C in FIG. In the range of, the electromagnetic clutch 19 is turned off and no rotational force is transmitted to the ring gear 5. As a result, the ring gear 5 remains stopped. The reason why this does not cause much trouble is that the value of N ₀ set as the number of revolutions that generates a large braking torque is set to a value such as 1000 RPM, which is a relatively low number of revolutions of the engine of the automobile. Because it will be. At lower rotation speeds, there is no problem in actuality because the vehicle is idling and stopped at low speed even if it is running, and braking assistance with a large braking torque is not required.

The relative rotation speed of the regenerative retarder is controlled only in the range where the rotation speed of the rotor 4 is higher than N ₀ , that is, in the range D in FIG. In the range of D, the transmission unit 10 is controlled to keep the relative rotation number between the rotor 4 and the ring gear 5 (coil fixing base body 3-3) at N ₀ , so that the field coil 3-2 is used for braking. When energized, maximum braking torque T _M can be produced.

On the other hand, in the case of driving the motor to assist the driving, as can be understood by referring to the characteristic diagram of FIG. 11A, at a rotational speed lower than N ₀ (range of C), a large torque is originally applied. Can be obtained. The relative rotation speed of the regenerative retarder is controlled in a range (a range of D) larger than N ₀ where the obtained torque becomes small, and a large torque is secured.

A fixing means can be provided so that the coil fixing base body 3-3 does not move when the rotational force is not transmitted to the ring gear 5. Further, if a rotor having N poles and S poles arranged alternately on the circumference is used as the rotor 4, the field coil 3-2 can be eliminated from the coil fixing base 3-3.

[0035]

[Effect of device]

 As described above, according to the regenerative retarder control device of the present invention, the ring gear is provided on the outer periphery of the coil fixing base body that fixes the electric coil of the regenerative retarder, and the ring gear changes the transmission speed of the engine. It is configured to be transmitted via a motor and the relative speed with the rotor is controlled to a desired value.Therefore, when the regenerative retarder is operated by a motor or generator, even if the engine speed changes, a large drive assist torque is generated. Or, you can get the braking torque.

[Brief description of drawings]

FIG. 1 is a block diagram of a first embodiment of a regenerative retarder control device of the present invention.

FIG. 2 is a diagram showing an example of a transmission unit.

FIG. 3 is a schematic perspective view of a regenerative retarder control device of the present invention.

FIG. 4 is a diagram showing a main configuration of a regenerative retarder of the present invention.

FIG. 5 is a flowchart illustrating a control operation of the first embodiment of the regenerative retarder control device.

FIG. 6 is a diagram showing a relationship between a braking torque characteristic of a regenerative retarder and a control range.

FIG. 7 is a block diagram of a second embodiment of the regenerative retarder control device of the present invention.

FIG. 8 is a flowchart illustrating a control operation of the second embodiment of the regenerative retarder control device.

FIG. 9 is a diagram showing a drive unit of an automobile.

FIG. 10 is a diagram showing a configuration of a main part of a conventional regenerative retarder.

FIG. 11 is a diagram showing a motor operation characteristic and a generator operation characteristic of the regenerative retarder.

[Explanation of symbols]

1 ... Engine, 2 ... Revolution sensor, 3 ... Regenerative retarder,
3-1 ... Armature coil, 3-2 ... Field coil, 3-3 ...
Coil fixing base, 3-4 ... Bearing, 4 ... Rotor,
5 ... Ring gear, 6 ... Crank shaft, 7 ... Crank gear, 8 ... Gear, 9 ... Shift transmission section, 10 ... Shift section, 11
... Rotation direction switching unit, 12 ... Pinion gear, 13 ... Hydraulic circuit, 14 ... Switching actuator, 15 ... Controller,
16, 17, 18 ... Rotating shaft, 19 ... Electromagnetic clutch, 20
... pulley, 20A, 20B ... pulley plate, 21 ... hydraulic chamber, 22 ... transmission belt, 23 ... hydraulic chamber, 24 ... pulley, 24A, 24B ... pulley plate, 2
5 ... Clutch, 26 ... Transmission, 27 ... Propeller shaft

─────────────────────────────────────────────────── ─── Continuation of the front page (51) Int.Cl. ⁵ Identification code Office reference number FI technical display location H02K 23/52 6821-5H

Claims (3)

[Scope of utility model registration request] 1. A regenerative retarder control device for rotating a coil fixing base body fixing an armature coil of a regenerative retarder relative to a rotor, and a ring gear provided on the outer periphery of the coil fixing base body and an engine rotation. A rotation transmission mechanism for transmitting the transmission to the ring gear, a gear transmission portion interposed in the middle of the rotation transmission mechanism, and a controller for controlling the gear transmission portion based on the detected engine speed. Regenerative retarder control device characterized by. 2. The regenerative retarder control device according to claim 1, wherein the speed change transmission unit includes a speed change unit that changes a speed ratio and a rotation direction switching unit that changes a rotation direction. 3. The regenerative retarder control device according to claim 1, wherein the speed change transmission section includes a speed change section for changing a speed change ratio and means for connecting / disconnecting transmission of rotation.