WO2012147721A1

WO2012147721A1 - Power system for on-board devices

Info

Publication number: WO2012147721A1
Application number: PCT/JP2012/060923
Authority: WO
Inventors: 洋一前田; 順坂田; 良行宮武; 潮谷川
Original assignee: シンフォニアテクノロジー株式会社; いすゞ車体株式会社
Priority date: 2011-04-25
Filing date: 2012-04-24
Publication date: 2012-11-01
Also published as: CN103492211A; JP5713785B2; CN103492211B; JP2012228893A

Abstract

Provided is a power system for on-board devices, with which it is possible to change power sources smoothly while on-board devices are being operated, the power system for on-board devices (3) being applied to on-board devices (2) equipped with a first auxiliary output shaft (23) that obtains the power of the engine (11) from a drive shaft (12), a clutch (22) that connects and disconnects the drive shaft (12) and the first auxiliary output shaft (23), a pump (24) that is driven by the first auxiliary output shaft (23), and a hydraulic device (25) operated thereby. The power system (3) is provided with a clutch control unit (35), a motor (41) coupled to the first auxiliary output shaft (23), an engine speed detection unit (51), an engine control unit (34) that performs control on the basis of that detected value, a motor speed detection unit (52), a motor torque detection unit (53), a motor control unit (37) that performs control on the basis of the values detected by the detection units, a clutch control unit (35), and a basic instruction unit (31) that issues instructions to the engine control unit (34) and the motor control unit (36).

Description

Power system for in-vehicle devices

The present invention relates to a power system for an in-vehicle device for operating an in-vehicle device mounted on a work vehicle such as a garbage truck or an aerial work vehicle.

Conventionally, various types of vehicles such as garbage trucks, aerial work platforms, and tank trucks are known as working vehicles. Such work vehicles are configured by mounting an in-vehicle device of a type according to the purpose on the vehicle. However, most of these in-vehicle devices require a large output. In many cases, a hydraulic device using a pump as a drive source is used as an actuator. In order to obtain power to drive the hydraulic pump, conventionally, the driving force by the engine for driving the vehicle has been distributed through the auxiliary output shaft. However, the fuel consumption is reduced, the carbon dioxide emission is reduced, and the noise is reduced. It has been proposed to use an electric motor in consideration of environmental problems such as countermeasures.

As a configuration for driving an in-vehicle device using the electric motor, for example, one described in Patent Document 1 below is known. This is configured so that one hydraulic pump can be operated by using either the engine or the electric motor or a combination of both in order to drive the in-vehicle device. With this configuration, the hydraulic pump is normally driven by an electric motor, and when the remaining amount of the battery is insufficient, it is possible to operate continuously for a long time by using the driving force of the engine. .

JP 2005-329871 A

In the power system for in-vehicle devices that uses the engine and the electric motor disclosed in the prior art as the driving source, including the above-mentioned Patent Document 1, the driving source is smoothly switched between the engine and the electric motor. This technique is not disclosed. Therefore, when using the power system for in-vehicle devices disclosed so far, when switching the drive source, once stop the operation of the hydraulic pump, change the connection with the hydraulic pump, and then again It can be said that it is assumed that the hydraulic pump is started.

However, some of the above working vehicles, such as vehicles used for fire fighting activities, need to avoid interruption of work due to the suspension of operation of on-vehicle devices as much as possible. Change the drive source while continuing the operation of the hydraulic pump. Is required. In order to meet such a demand, when the drive source is changed using the configuration described in Patent Document 1 while the operation of the hydraulic pump is continued, there is a consideration regarding switching of the drive source as described above. Since nothing has been done, it is conceivable that when the drive source is switched, an impact is generated, so that the operating speed of the in-vehicle device largely fluctuates or the device is damaged.

An object of the present invention is to effectively solve such a problem. Specifically, the drive source of the in-vehicle device can be switched while the operation is continued, and at the same time, the switching is smoothly performed. It aims at providing the power system for vehicle equipment which can be performed to.

In the present invention, in order to achieve such an object, the following measures are taken.

That is, a power system for an in-vehicle device according to the present invention includes a first auxiliary output shaft that distributes power from an output shaft that transmits engine power, and a clutch that connects or disconnects the output shaft and the first auxiliary output shaft. And a pump that is driven by the first auxiliary output shaft, and a pressure device that is operated by a pressure medium that is sent out by the pump, and is a clutch that controls the operation of the clutch. A control unit; a motor coupled to the first auxiliary output shaft; and a motor that rotates synchronously; an engine rotation speed detection unit that detects a rotation speed of the engine; and a value detected from the engine rotation speed detection unit while monitoring the engine An engine control unit that rotates the motor, a motor rotation speed detection unit that detects the rotation speed of the motor, and a motor that detects the torque of the motor. A torque control unit, a motor control unit that rotates the motor while monitoring a detection value from at least one of the motor rotation speed detection unit and the motor torque detection unit, and the engine for switching the drive source of the pump And a basic command unit that issues a command to each of the clutch control unit, the engine control unit, and the motor control unit so as to connect or disconnect the clutch while interlocking the rotation of the motor. And

If comprised in this way, while controlling basic operation of a motor and an engine by a motor control part and an engine control part, respectively, these are integrated and supervised and controlled by a basic command part, By performing the control, the drive source can be switched while the in-vehicle device is operated, and the switching can be performed smoothly.

Furthermore, in order to suppress the impact when switching the drive source from the motor to the engine while operating the in-vehicle device, and to suppress fluctuations in the operating speed of the in-vehicle device, the pump drive source is changed from the motor to the engine. When switching, the step of commanding the motor control unit from the basic command unit to rotate the motor at the same rotational speed by a speed control method, and the engine control unit from the basic command unit to the engine control unit Command to increase the speed until the target rotational speed corresponding to the rotational speed of the motor is reached by the speed control method, and the basic command section detects the arrival of the rotational speed of the engine to the target rotational speed. And the basic command unit changes the control of the motor to a torque control method with respect to the motor control unit and Instructing the clutch control unit to connect the clutch, and the basic command unit instructing the motor control unit to rotate the motor. It is preferable that the step of instructing to gradually reduce the rotational torque is sequentially executed.

In order to suppress the impact of switching the drive source from the engine to the motor while operating the in-vehicle device, and to suppress fluctuations in the operating speed of the in-vehicle device, the pump drive source is changed from the engine to the motor. When switching, the basic command unit instructs the engine control unit to rotate the engine at the same rotational speed by a speed control method, and the basic command unit instructs the motor control unit to Instructing the motor to rotate by a torque control method to increase the rotational torque until reaching the target rotational torque; and detecting the arrival of the rotational torque of the motor to the target rotational torque by the basic command unit; The basic command unit changes the control of the motor to the speed control method with respect to the motor control unit and And a step in which the basic command unit instructs the clutch control unit to disengage the clutch in order. Is preferred.

Moreover, when it is assumed that the motor is an electric motor, the connection destination of the electric circuit of the in-vehicle device battery can be appropriately switched depending on the situation to appropriately change the case of supplying power and the case of charging. In order to do so, it comprises an inverter that rotates the motor based on a command from the motor control unit, and an in-vehicle device battery that supplies electricity for driving the motor via the inverter, A first charge controller for generating electricity when the motor is driven by the driving force of the engine via the first auxiliary output shaft, converting the electricity and storing it in the on-vehicle device battery; Converting the electricity generated by the generator driven by the engine via the second auxiliary output shaft to charge the battery for the vehicle A second charge controller for storing in the device battery; and a third charge controller for converting electricity stored in the in-vehicle device battery and storing it in the in-vehicle device battery. A battery circuit switching unit for switching to a state connected to any one of the inverter, the first charge controller, the second charge controller, and the third charge controller, or to an unconnected state. It is suitable to comprise.

Further, in order to be able to appropriately switch the connection destination of the electric circuit of the motor according to the situation, the electric circuit of the motor is connected to either the inverter or the first charge controller. Alternatively, it is preferable that a motor circuit switching unit for switching to an unconnected state is provided.

Further, in order to notify the operator of the remaining battery level of the battery and prompt an appropriate operation selection, the battery remaining amount detection unit for detecting the remaining battery level of the on-vehicle device battery is provided. It is preferable to provide a notification means for notifying when the amount detection unit detects the fully charged state of the on-vehicle device battery, or when detecting that the remaining battery level is equal to or less than a predetermined value. .

According to the present invention described above, it is possible to provide a power system for an in-vehicle device that can switch the drive source while continuing the operation of the in-vehicle device and can smoothly perform the switching. Become.

The schematic diagram which shows the structure of the power system for vehicle equipment which concerns on one Embodiment of this invention. The flowchart which shows the process sequence at the time of the drive source switching from the motor to an engine in the power system for in-vehicle apparatuses. The flowchart which shows the process sequence at the time of the drive source switching from the engine to a motor in the same motive power system for vehicle equipment. The flowchart which shows the process sequence of the connection destination determination of the battery electric circuit for vehicle-mounted apparatuses in the same motive power system for vehicle-mounted apparatuses.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

The power system for in-vehicle devices of this embodiment adopts a configuration as schematically shown in FIG. 1 and supplies power to the in-vehicle device 2 mounted on the vehicle 1 by two means of an engine 11 and a motor 41. It is configured to be.

The vehicle 1 in the figure is described in a simplified manner by extracting only the portions related to the present invention. Like a general vehicle, the vehicle 1 is driven by the engine 11 and the engine 11 for extracting power to the outside. It has a drive shaft 12 as an output shaft and drive wheels 13 driven by the drive shaft 12. Furthermore, it has a second auxiliary output shaft 14 that distributes power from the engine 11, a generator 16 driven by the second auxiliary output shaft 14 via a belt 15, and electricity generated by the generator 16 The vehicle battery 17 to be stored is provided. The vehicle battery 17 is provided to operate devices necessary for driving a vehicle such as a starter, a direction indicator, and a wiper (not shown), and is substantially the same as that of a general vehicle. It is.

A vehicle-mounted device 2 is mounted on such a vehicle 1, and the vehicle-mounted device 2 is driven by the driving force of the engine 11 and a pump 24 driven by the first auxiliary output shaft 23. And a pressure device 25 that is operated by being fed with a pressure medium by the pump 24. In the present embodiment, the pump 24 uses a hydraulic pump and uses oil as a pressure medium. In addition, a transmission mechanism 21 is provided for the drive shaft 12 of the engine 11 to transmit power to the first auxiliary output shaft 23, and between the transmission mechanism 21 and the first auxiliary output shaft 23. Is provided with a clutch 22, which allows the drive shaft 12 and the first auxiliary output shaft 23 to be connected and disconnected as appropriate through the transmission mechanism 21. Yes.

Further, a motor 41 is connected to the first auxiliary output shaft 23 via a belt 42 and a speed reducer (not shown), and the first auxiliary output shaft 23 can be driven by the motor 41, and conversely the first auxiliary output shaft 23. The motor 41 is rotated by the output shaft 23 so that power generation can be performed.

The in-vehicle apparatus power system 3 in this embodiment includes the motor 41 and a device for operating the motor 41, and a pressure medium for driving the first auxiliary output shaft 23 to cause the pressure device 25 to perform a desired operation. It is comprised as what is provided with the control means which can send in.

Specifically, an electric IPM motor is used as the motor 41, and an in-vehicle device battery 44 is provided as a power source, and the motor 41 is rotated by converting electric power supplied from the in-vehicle device battery 44. An inverter 43 is provided. In addition, an engine control unit 34 that controls the rotation of the engine 11, a clutch control unit 35 that controls the operation of the clutch 22, and a motor control unit 36 that controls the rotation of the motor 41 are provided. The basic command unit 31 is configured to issue a command to each. The basic command unit 31 is configured such that an instruction from the operator is input through the operation receiving unit 32, and a control command corresponding to the instruction is transmitted from the basic command unit 31 to the

control units

34, 35, 36. Further, the basic command section 31 can notify the operator of various states such as the charging state of the in-vehicle device battery 44 through the notification means 33 that turns on the notification lamp and generates a notification sound. Thus, the operator can be urged to perform the operation or can be provided with the judgment material necessary for the operation.

When the engine 11 is used as a drive source of the pump 24, based on a command given by the operator via the operation receiving unit 32, a command corresponding to the command is given from the basic command unit 31 to the engine control unit 34. . The engine control unit 34 monitors the rotation speed of the engine 11 detected by the engine rotation speed (Ve) detection unit 51 and controls the engine 11 to operate according to the command value given from the basic command unit 31. Do. Information about the control state is output from the engine control unit 34 to the basic command unit 31.

Further, when the motor 41 is used as a drive source for the pump 24, a command corresponding to the command is sent from the basic command unit 31 to the motor control unit 36 based on a command given from the operator via the operation receiving unit 32. Given. In order to control the motor 41, the motor control unit 36 has two control methods, a speed control method and a torque control method. Normally, the motor control unit 36 is based on the speed control method. For example, when the source is switched between the engine 11 and the motor 41, a torque control method is used depending on the situation. The motor 41 is provided with a motor rotation speed (Vm) detection unit 52 and a motor torque (Tm) detection unit 53. The motor control unit 36 monitors at least one of detection values obtained from these. Then, control is performed so that the motor 41 is operated in accordance with the command value given from the basic command unit 31. Furthermore, information on the control state is output from the motor control unit 36 to the basic command unit 31. In this embodiment, a rotary encoder is used as the motor rotation speed detection unit 52 and a driving current measuring instrument in the inverter is used as the motor torque detection unit 53. However, the rotation speed and torque of the motor 41 can be measured. It is possible to use means other than these as long as they are used.

As described above, in the same manner as controlling the driving of the engine 11 and the motor 41 based on an instruction from the basic command unit 31, the clutch control unit 35 performs the clutch 22 based on an instruction from the basic command unit 31. Is controlled to connect or disconnect the drive shaft 12 and the first auxiliary output shaft 22. When the clutch 22 is connected, the engine 11, the drive shaft 12, the first auxiliary output shaft 22, the pump 24, and the motor 41 are all connected. Therefore, in this state, the pump 24 is operated using the engine 11 as a drive source, and the motor 41 can be rotated to generate electric power. On the other hand, when the clutch 22 is disconnected, the engine 11 and the drive shaft 12 are disconnected from the first auxiliary output shaft 22, and only the motor 41 is connected to the first auxiliary output shaft 23 and the pump 24. It will be in the state. Therefore, in this state, only the motor 41 can drive the pump 24.

The electric circuit of the motor 41 is provided with two switching circuits SW1 and SW2. When one of the switching circuits SW1 is turned on, the electric circuit of the motor 41 is connected to the inverter 43 so that the motor 41 is The inverter 43 can be driven. When the other switching circuit SW <b> 2 is turned on, the electric circuit of the motor 41 is connected to the first charge controller 61, and the electricity generated when the motor 41 generates power is transmitted to the in-vehicle device via the first charge controller 61. The battery 44 can be stored. Either one of these switching circuits SW1 and SW2 is turned on, or both are turned off, and any one of three connection patterns in which the electric circuit of the motor 41 is not connected to any of them. In this way, the circuit is switched. Such circuit switching is configured such that the motor circuit switching unit 37 controls the switching circuits SW1 and SW2 based on a command from the basic command unit 31.

In addition, the switching circuit SW3 to SW6 is provided in the electric circuit of the in-vehicle device battery 44. By turning on any of these switching circuits SW3 to SW6, the in-vehicle device battery 44 can be electrically connected. Can be switched between the case where the vehicle is supplied and the case where the vehicle-mounted device battery 44 is charged by various means.

Specifically, by turning on the switching circuit SW3, power can be supplied from the in-vehicle device battery 44 to the inverter 43. As described above, when the motor 41 is driven by the inverter 43, the energy supply source for driving the motor 41 is the in-vehicle device battery 44.

When the switching circuit SW4 is turned on, the electric circuit of the in-vehicle device battery 44 is connected to the first charge controller 61 described above. When power is generated by the motor 41, the vehicle-mounted device battery 44 is charged via the first charge controller 61 by turning on the switching circuit SW2 and turning on the switching circuit SW4. The first charge controller 61 has an AC to DC conversion function and a voltage conversion function inside. The first charge controller 61 controls the voltage and current values in a state suitable for charging as appropriate. It can be charged.

When the switching circuit SW5 is turned on, the electric circuit of the in-vehicle device battery 44 is connected to the second charge controller 62. The second charge controller 62 is normally supplied with electricity from the generator 16 that charges the vehicle battery 17 and charges the in-vehicle device battery 44. In a state where the pump 24 is not started, And it is used in the state which has started the engine 11. FIG. In other words, this corresponds to an idling state of the engine 11 and a traveling state of the vehicle 1. In the present embodiment, since the vehicle battery 17 and the vehicle-mounted device battery 44 use different voltages, the second charge controller 62 also has a built-in function as a step-up converter, and the voltage is appropriately adjusted to a state suitable for charging. In addition, the vehicle-mounted device battery 44 can be charged while controlling the current value.

When the switching circuit SW6 is turned on, the electric circuit of the in-vehicle device battery 44 is connected to the third charge controller 63. The third charge controller 63 is for charging the vehicle-mounted device battery 44 by electricity supplied from the commercial power source 91, and is connected to the commercial power source 91 in a state where neither the motor 41 nor the engine 11 is activated. Used when done. The third charge controller 63 has an AC to DC conversion function and a voltage conversion function inside, and appropriately controls the voltage and current values in a state suitable for charging to the in-vehicle device battery 44. Can be charged.

As described above, when any of the switching circuits SW3 to SW6 is turned on, electricity for driving the motor 41 is supplied from the in-vehicle device battery 44, and the in-vehicle device battery 44 is charged. Can be switched between the three charging means for performing the switching, and can be in an unconnected state that is not connected to any of them, and the circuit is switched so that any one of these five connection patterns is selected. Is called. Such circuit switching is configured such that the battery circuit switching unit 38 controls the switching circuits SW3 to SW6 based on the command from the basic command unit 31.

Further, a battery remaining amount detection unit 54 is connected to the in-vehicle device battery 44, and the battery remaining amount detection unit 54 constantly detects the remaining amount of the battery of the in-vehicle device battery 44 and outputs the detected value to the basic command. It outputs to the part 31. In the basic command section 31, while monitoring the input remaining battery level detection value, if it is detected that the battery is fully charged, the notification means 33 turns on a notification lamp, generates a notification sound, etc. To notify the fully charged state and prompt the operator to determine the next operation. In addition, even after a certain period of time has elapsed without an instruction to stop charging from the operator through the operation accepting unit 32 or an instruction to drive the motor 41 using the in-vehicle device battery 44 after performing the notification, In order to automatically stop charging, the basic command unit 31 is configured to give a command to the battery circuit switching unit 38 to make the electric circuit of the in-vehicle device battery 44 unconnected.

Similarly, in the basic command unit 31, when it is detected by the input battery remaining amount detection value that the battery remaining amount has decreased to a certain value or less, the notification means 33 turns on the battery low warning lamp, An alarm is given to warn of the battery running out, and the operator is prompted to determine the next operation. At this time, when the motor 41 is driven by the in-vehicle device battery 44 to cause the in-vehicle device 2 to perform the work, and when it is necessary to continue the work, the operator uses the notification means 33 to By grasping the disconnection, usually, an instruction is given through the operation receiving unit 32 to switch the drive source of the in-vehicle device 2 from the motor 41 to the engine 11. If the command is not issued by the operator, the motor 24 is stopped after the rotational speed of the motor 24 is gradually reduced after a predetermined time has elapsed.

Using the in-vehicle apparatus power system 3 configured as described above, a driving force can be applied to the in-vehicle apparatus 2 as follows.

First, since various kinds of device information are notified to the operator by the notification means 33, the operator selects an operation to be performed by the in-vehicle device 2 using the notification as a determination material, and the basic command unit 31 through the operation reception unit 32 is selected. Give instructions.

When operating the vehicle-mounted device 2, the operator first turns on the operation power by the operation reception unit 32, and then selects and starts either the engine 11 or the motor 41 as a drive source of the vehicle-mounted device 2. In response to these operations, the basic command unit 31 appropriately gives instructions to the clutch control unit 35, the motor circuit switching unit 37, and the battery circuit switching unit 38 to form appropriate circuits, and then the engine control unit 34 or motor control The pump 24 is driven by giving a command to the unit 36 to drive the engine 11 or the motor 41. Further, in order to obtain the required operation amount of the pressure device 25, the engine control unit 34 or the motor control unit 36 monitors the engine rotation speed or the motor rotation speed in order to operate the pump 24 in accordance with an instruction from the operation receiving unit 32. The rotational speed of the engine 11 or the motor 41 is controlled.

Normally, the operator selects the motor 41 as a drive source and drives the vehicle-mounted device 2 with electric energy so as to reduce the environmental load. For this purpose, it is preferable that the in-vehicle device battery 44 is always fully charged before work, and it is convenient to increase the number of charging opportunities by having a large number of charging means as in this embodiment. Even if it is used frequently, the risk of running out of the battery is reduced.

However, since the remaining amount of the battery is finite, the battery may run out if the in-vehicle device 2 is continuously driven for a long time. When the remaining battery level decreases to a certain value or less and the time that can be driven by the in-vehicle device battery 44 is reduced, the notification means 33 issues a warning to the operator as described above. In the case where the operator is noticing this, such as when the operator has not recognized this, the number of rotations of the motor 41 gradually decreases after a certain period of time and then stops. When the operator recognizes the warning and stops the vehicle-mounted device 2, a stop signal is input by the operation reception unit 32, and when the operation needs to be continued, the operation reception unit 32 uses the motor 41 as a drive source. A signal for switching to the engine 11 is input. When the switching signal is input, the basic command unit 31 controls each unit so as to sequentially execute each step in accordance with the flowchart shown in FIG. 2, and the motor 41 (see FIG. 1) to the engine 11 (see FIG. 1). 1), the drive source can be changed smoothly. Hereinafter, the procedure will be described based on FIG. 2 with reference to FIG.

Specifically, the basic command unit 31 first gives a command to the engine control unit 34 to start the engine 11 after receiving the switching signal (ST001), and further corresponds to the rotational speed of the motor 41 at that time. A command is issued so as to increase the engine 41 at the target rotation speed as the target rotation speed (ST002). Then, after detecting that the rotational speed of the engine 11 has reached the target rotational speed via the engine control unit 34 (ST003), the engine control unit 34 is instructed to maintain the rotational speed (ST004). Further, the motor control unit 36 is instructed to switch to the torque control while maintaining the output torque at that time (ST005), and the clutch is connected to the clutch control unit 35. Command (ST006), and then the output of the motor 41 is gradually decreased (ST007). Due to the connection of the clutch 22, the motor 41, which is torque control, tries to increase speed because the load is reduced, but the engine 11, which is speed control, acts in the deceleration direction in order to maintain a constant rotational speed. The balance is maintained at, and a constant rotational speed can be obtained immediately. It is also preferable to provide a limiter circuit to limit the control range in case the current value of the motor 41 changes excessively when the clutch is connected. After the output torque of the motor 41 is gradually reduced to zero or less, in other words, after the motor 41 is rotated by the driving force of the engine 11 without using the electric energy of the in-vehicle device battery 44, the basic The command unit 31 instructs the motor circuit switching unit 37 to switch the connection destination of the electric circuit of the motor 41 to the first charge controller (SW2 ON) (ST008), and sets the connection destination of the electric circuit of the on-vehicle device battery 44 to the first. The battery circuit switching unit 38 is instructed to switch to one charge controller (SW4 is on) (ST009), so that the in-vehicle device battery 44 can be charged with electricity generated by the motor 41. In this way, the different speeds of the pump 24 can be controlled without stopping the in-vehicle device 2 by driving different driving sources using different control methods and performing integrated control so as to be linked by one basic command unit 31. The drive source can be switched smoothly while suppressing fluctuations, and the vehicle-mounted device battery 44 is quickly charged to shorten the time until the remaining battery level is recovered. Yes.

Contrary to the above, the drive source can be switched to the motor 41 while the pump 24 is driven by the engine 11. At this time, the basic command unit 31 integrates and controls the respective units so as to sequentially execute the respective steps according to the flowchart shown in FIG. 3, and the engine 11 (see FIG. 1) to the motor 41 (see FIG. 1). Smoothly change the drive source. Hereinafter, the procedure will be described based on FIG. 3 with reference to FIG.

When the switching command is input, the basic command unit 31 has a sufficient remaining amount to drive the motor 41 because the remaining amount of the battery is equal to or greater than a certain value from the detection signal from the remaining battery level detection unit 54. If the remaining amount is insufficient, the drive source switching command is rejected and a notification to that effect is given (ST110). If it can be determined that the remaining amount is sufficient, the drive source is switched in the following steps.

First, the engine control unit 34 is commanded to maintain the rotational speed of the engine 11 by speed control (ST102). Further, the battery circuit switching unit 38 is instructed to switch the connection destination of the electric circuit of the in-vehicle device battery 44 to the inverter 43 (SW3 ON) (ST103), and the connection destination of the electric circuit of the motor 41 is switched to the inverter 43 ( The motor circuit switching unit 37 is commanded to switch on SW1 (ST104). Then, the motor control unit 36 is instructed to gradually increase the rotational torque until the motor 41 being rotated by the engine 11 reaches a target value as torque control (ST105). The target value of the rotational torque is determined in advance based on the drive rated torque of the pump 24. By controlling as described above, the output of the motor 41 increases. However, since the engine 11 is controlled to have a constant rotational speed, the rotational speed of the pump 24 hardly changes. Then, after detecting that the rotational torque of the motor 41 has reached the target value via the motor control unit 36 (ST106), a command to release the clutch is issued to the clutch control unit 35 (ST107). The motor control unit 36 is commanded to perform normal operation using the control method as the speed control method (ST108), and the engine control unit 34 is commanded to stop the engine 11 (ST109).

In this way, even when the drive source is changed from the engine 11 to the motor 41, it is possible to perform smoothly while suppressing the speed variation of the pump 24 without stopping the in-vehicle device 2. .

Further, as described above, the in-vehicle device power system 3 includes three charging means so that the in-vehicle device battery 44 with a low remaining battery capacity can be quickly charged. The connection destination of the electric circuit can be changed. The basic command unit 2 sequentially executes the determinations shown in the respective steps according to the flowchart shown in FIG. 3, selects an appropriate electric circuit, and responds to the selection by the battery circuit switching unit 38 (see FIG. 1). ) Is given a command. Hereinafter, the determination procedure will be described based on FIG. 3 with reference to FIG.

First, it is determined whether or not the motor 41 is in a state of driving the pump 24 (ST201). If this state is satisfied, the battery circuit switching is performed so that the in-vehicle device battery 44 is connected to the inverter 43 (SW3 is turned on). Command unit 38 (ST207). Otherwise, the process proceeds to the next determination, and it is determined whether or not the in-vehicle device battery 44 is in a fully charged state and charging is not required (ST202). If it can be determined that charging is not necessary, all connections to the electric circuit of the in-vehicle device battery 44 are cut off (SW3 to 6 off), and an instruction is given to the battery circuit switching unit 38 to make it unconnected (ST205). If charging is required, the process proceeds to the next step (ST203). Here, it is determined whether the pump 24 is driven by the engine 11 and the motor 41 is driven. If it is the said state, battery 44 for in-vehicle devices is connected to the 1st charge controller 61 (SW4 ON), and electricity generated by motor 41 is charged in battery 44 for in-vehicle devices (ST208). If it is in any other state, it is detected whether or not the engine 11 is in operation (ST204). If it is in operation, the in-vehicle device battery 44 is connected to the second charge controller 62 (SW5 on). Then, the vehicle-mounted device battery 44 is charged with electricity generated by the generator 16 (ST209). If it is in any other state, it is determined whether or not it is connected to the commercial power supply 91 (ST205). If it is in the connected state, the in-vehicle device battery 44 is connected to the third charge controller 63 (SW6). The vehicle-mounted device battery 44 is charged with electricity obtained from the commercial power source (ST210). In other cases, all connections to the electric circuit of the in-vehicle device battery 44 are cut off (SW 3 to 6 off), and the battery circuit switching unit 38 is instructed to be in an unconnected state (ST205).

In this way, the basic command unit 31 can appropriately manage power supply and charge to the in-vehicle device battery 44 while monitoring the status of each unit, so that the operation can be performed simply and efficiently. Is possible.

As described above, the in-vehicle apparatus power system 3 according to this embodiment includes the first auxiliary output shaft 23 that distributes power from the drive shaft 12 that transmits the power of the engine 11, the drive shaft 12, and the first auxiliary output. The in-vehicle apparatus 2 includes a clutch 22 that connects or disconnects the shaft 23, a pump 24 that is driven by the first auxiliary output shaft 23, and a pressure device 25 that is operated by a pressure medium sent out by the pump 24. A clutch control unit 35 that controls the operation of the clutch 22, a motor 41 that is connected to the first auxiliary output shaft 23 and rotates synchronously, and an engine rotation that detects the rotation speed of the engine 11. Engine control for rotating the engine 11 while monitoring a detection value from the speed detection unit 51 and the engine rotation speed detection unit 51 34, a motor rotation speed detection unit 52 for detecting the rotation speed of the motor 41, a motor torque detection unit 53 for detecting the torque of the motor 41, and at least of the motor rotation speed detection unit 52 and the motor torque detection unit 53. A motor control unit 37 that rotates the motor 41 while monitoring a detection value from either one, and the clutch 22 while rotating the engine 11 and the motor 41 in order to switch the drive source of the pump 24. The clutch control unit 35, the engine control unit 34, and the motor control unit 36 are each provided with a basic command unit 31 that issues commands to perform connection or disconnection.

With this configuration, the operation of the motor 41 and the engine 11 is monitored while controlling their operation, and the clutch 22 is controlled, so that the drive source can be switched while the in-vehicle device 2 is operated. And can be switched smoothly.

Further, when the drive source of the pump 24 is switched from the motor 41 to the engine 11, the basic command unit 31 causes the motor control unit 36 to rotate the motor 41 at the same rotational speed by a speed control method. And a command from the basic command unit 31 to the engine control unit 34 to increase the speed of the engine 11 to a target rotation speed corresponding to the rotation speed of the motor 41 by a speed control method. A step in which the basic command unit 31 detects that the rotational speed of the engine 11 has reached the target rotational speed, and the basic command unit 31 torques the motor control unit 36 to control the motor 41. Changing to a control method and instructing the motor 41 to rotate with the same rotational torque; The command unit 31 commands the clutch control unit 35 to connect the clutch 22, and the basic command unit 31 gradually reduces the rotational torque of the motor 41 to the motor control unit 36. Therefore, when the drive source is switched from the motor 41 to the engine 11 while the on-vehicle device 2 is operated, the speed variation of the pump 24 can be suppressed. It is possible to reduce fluctuations in the operating speed of the in-vehicle device 2.

Further, when the drive source of the pump 24 is switched from the engine 11 to the motor 41, the basic command unit 31 causes the engine control unit 34 to rotate the engine 11 at the same rotational speed by a speed control method. Instructing the motor control unit 36 to rotate the motor 41 by a torque control method to increase the rotational torque until the target rotational torque is reached. The basic command unit 31 detects that the rotational torque of the motor 41 has reached the target rotational torque, and the basic command unit 31 controls the motor 41 with respect to the motor control unit 36 as a speed control method. Changing and instructing the motor 41 to rotate at the same rotational speed; and Since the unit 31 sequentially executes the step of instructing the clutch control unit 35 to release the connection of the clutch 22, the drive source is set to the engine while the in-vehicle device 2 is operated. When switching from 11 to the motor 41, the speed fluctuation of the pump 24 can be suppressed, and the fluctuation of the operating speed of the in-vehicle device 2 can be reduced.

In addition, an inverter 43 that rotates the motor 41 based on a command from the motor control unit 36 and an in-vehicle device battery 44 that supplies electricity for driving the motor 41 via the inverter 43 are provided. The motor 41 is driven by the driving force of the engine 11 through the first auxiliary output shaft 23 to generate electricity, and the electricity is converted and stored in the in-vehicle device battery 44. To convert the electricity generated by the generator 16 driven by the engine 11 via the second auxiliary output shaft 14 to charge the charge controller 61 and the vehicle battery 17 and store it in the in-vehicle device battery 44. The second charge controller 62 and the electric power input from the commercial power source 91 are converted into the in-vehicle device battery 44. A third charge controller 63, and the electric circuit of the in-vehicle device battery 44 is the inverter 43, the first charge controller 61, the second charge controller 62, and the third charge controller 63. The battery circuit switching unit 38 is configured to be switched to a state of being connected to any one of them, or to a state of not being connected to any of them. The connection destination of the circuit can be switched as appropriate, and when the motor 41 is driven, various charging means can be appropriately selected for charging.

In addition, a motor circuit switching unit 37 is provided for switching the electric circuit of the motor 41 to a state where it is connected to either the inverter 43 or the first charge controller 61, or to a state where neither is connected. Therefore, the connection destination of the electric circuit of the motor 41 can be appropriately switched by the motor circuit switching unit 37 according to the state.

Further, the battery remaining amount detection unit 54 for detecting the remaining amount of battery of the in-vehicle device battery 44 is provided, and when the fully charged state of the in-vehicle device battery 44 is detected by the battery remaining amount detection unit 54, or Since the notification means 33 is provided to notify when it is detected that the remaining battery level is equal to or less than the predetermined value, the remaining battery level of the in-vehicle device battery 44 is detected and notified according to the state. Therefore, it is possible to prompt the operator to select an appropriate operation.

The specific configuration of each unit is not limited to the above-described embodiment.
For example, in the above-described embodiment, a hydraulic pump is used as the pump 24, and oil is used as a pressure medium sent from the pump 24 to the pressure device 25. However, according to the form and the use environment of the in-vehicle device 2, Another type of pump or pressure medium may be used, and even in such a case, the effects of the present invention can be obtained in the same manner as described above.

Further, in the above-described embodiment, the switching of the drive source of the in-vehicle device 2 is configured to be performed by sequentially executing each step triggered by an instruction given by the operator from the operation receiving unit 32. By detecting that the remaining battery level of the in-vehicle device battery 44 has become a certain threshold value or less than another threshold value, the drive source can be automatically switched without the operator's operation. Even if configured in this way, the effects of the present invention can be obtained in the same manner as described above.

Furthermore, in the above-described embodiment, the drive shaft 12 that rotates the drive wheels is used as the output shaft that extracts the power from the engine 11, but the power of the engine 11 is compared with the first auxiliary output shaft 23 that drives the pump 24. The output shaft is not limited to the drive shaft 12 as long as the rotary shaft is capable of distributing the power. For example, in the case of an intermediate shaft that connects the flywheel and the transmission, or a shaft that is connected to the engine 11 such as a propeller shaft and rotates, the shaft and the transmission mechanism 21 are connected to each other. By adopting the same configuration as that of the above-described embodiment, the same effect as described above can be obtained. In addition, the second auxiliary output shaft 14 provided for driving the generator 16 may be configured to be used also as the output shaft.

Other configurations can be variously modified without departing from the spirit of the present invention.

According to the present invention described in detail above, it is possible to provide a power system for an in-vehicle device that can switch a drive source while continuing the operation of the in-vehicle device and can perform the switching smoothly. It becomes possible.

DESCRIPTION OF SYMBOLS 1 ... Vehicle 2 ... In-vehicle apparatus 3 ... Power system for in-vehicle apparatus 11 ... Engine 12 ... Drive shaft (output shaft)
DESCRIPTION OF SYMBOLS 14 ... 2nd auxiliary output shaft 16 ... Generator 22 ... Clutch 23 ... 1st auxiliary output shaft 24 ... Pump 31 ... Basic command part 32 ... Operation reception part 33 ... Notification means 34 ... Engine control part 35 ... Clutch control part 36 ... Motor control unit 37 ... Motor switching unit 38 ... Battery switching unit 41 ... Motor 43 ... Inverter 44 ... Battery for in-vehicle device 51 ... Engine rotation speed detection unit 52 ... Motor rotation speed detection unit 53 ... Motor torque detection unit 54 ... Battery remaining amount Detector SW1 to SW6 ... Switching circuit

Claims

Driven by a first auxiliary output shaft that distributes power from an output shaft that transmits engine power, a clutch that connects or disconnects the output shaft and the first auxiliary output shaft, and the first auxiliary output shaft A power system for an in-vehicle device that is applied to an in-vehicle device including a pump and a pressure device that is operated by a pressure medium sent out by the pump, the clutch control unit that controls the operation of the clutch, and the first auxiliary A motor coupled to an output shaft and rotating synchronously; an engine rotation speed detection unit that detects a rotation speed of the engine; an engine control unit that rotates the engine while monitoring a detection value from the engine rotation speed detection unit; A motor rotation speed detection unit for detecting the rotation speed of the motor; a motor torque detection unit for detecting the torque of the motor; A motor control unit that rotates the motor while monitoring a detection value from at least one of a rotation speed detection unit and a motor torque detection unit, and rotation of the engine and the motor to switch the drive source of the pump. An in-vehicle power system comprising: a basic command unit that issues a command to each of the clutch control unit, the engine control unit, and the motor control unit so that the clutch is connected or disconnected while being interlocked. system.
When switching the pump drive source from the motor to the engine, the basic command unit instructs the motor control unit to rotate the motor at the same rotational speed by a speed control method; Commanding the engine control unit from the commanding unit to increase the engine speed to a target rotational speed corresponding to the rotational speed of the motor by a speed control method; and the basic commanding unit rotating the engine Detecting the arrival of the speed at the target rotational speed, and the basic command section changing the control of the motor to a torque control system with respect to the motor control section so as to rotate the motor with the same rotational torque. And a step in which the basic command unit instructs the clutch control unit to connect the clutch. And a step in which the basic command unit instructs the motor control unit to gradually reduce the rotational torque of the motor. The power system for vehicle-mounted devices described in 1.
Instructing the engine control unit to rotate the engine at the same rotational speed by the speed control method when the drive source of the pump is switched from the engine to the motor; Instructing the motor control unit by the basic command unit to rotate the motor by a torque control method to increase the rotational torque until the target rotational torque is reached, and the basic command unit determines the rotational torque of the motor. Detecting the arrival of the target rotational torque, and the basic command unit commands the motor control unit to change the motor control to a speed control method and rotate the motor at the same rotational speed. And the basic command unit instructs the clutch control unit to disengage the clutch. Vehicle apparatus power system of claim 1, characterized in that it is configured to perform the steps in sequence of.
Instructing the engine control unit to rotate the engine at the same rotational speed by the speed control method when the drive source of the pump is switched from the engine to the motor; Instructing the motor control unit by the basic command unit to rotate the motor by a torque control method to increase the rotational torque until the target rotational torque is reached, and the basic command unit determines the rotational torque of the motor. Detecting the arrival of the target rotational torque, and the basic command unit commands the motor control unit to change the motor control to a speed control method and rotate the motor at the same rotational speed. And the basic command unit instructs the clutch control unit to disengage the clutch. Vehicle apparatus power system of claim 2, characterized in that it is configured to perform the steps in sequence of.
An inverter that rotates the motor based on a command from the motor control unit; and a vehicle-mounted device battery that supplies electricity for driving the motor via the inverter. A first charge controller for generating electricity by being driven by the driving force of the engine via an output shaft, converting the electricity and storing it in the on-vehicle device battery, and for charging the vehicle battery A second charge controller for converting electricity generated by a generator driven by the engine via a second auxiliary output shaft and storing it in the on-vehicle device battery; and converting electricity input from a commercial power source A third charge controller for storing in the in-vehicle device battery, wherein the electric circuit of the in-vehicle device battery is A battery circuit switching unit for switching to a state in which the converter is connected to any one of the barter, the first charge controller, the second charge controller, and the third charge controller, or to the unconnected state. The power system for an in-vehicle device according to any one of claims 1 to 4.
6. A motor circuit switching unit for switching an electric circuit of the motor to a state in which the electric circuit of the motor is connected to either the inverter or the first charge controller, or to an unconnected state. The power system for vehicle-mounted devices described in 1.
A battery remaining amount detection unit that detects a remaining battery level of the in-vehicle device battery is detected, and when the fully charged state of the in-vehicle device battery is detected by the battery remaining amount detection unit, or the remaining battery level is a predetermined value 6. The in-vehicle apparatus power system according to claim 5, further comprising notifying means for notifying that the following is detected.
A battery remaining amount detection unit that detects a remaining battery level of the in-vehicle device battery is detected, and when the fully charged state of the in-vehicle device battery is detected by the battery remaining amount detection unit, or the remaining battery level is a predetermined value The in-vehicle apparatus power system according to claim 6, further comprising an informing means for informing when the following is detected.